JP4310361B2 - Power equipment - Google Patents

Description

  The present invention relates to a power unit for driving a driven part, and particularly to a power unit including an internal combustion engine and two generator motors.

  As a conventional power device of this type, for example, one disclosed in Patent Document 1 is known. This power unit is for driving left and right drive wheels of a vehicle, and includes an internal combustion engine and first and second generator motors. The first generator motor has a first stator composed of a plurality of armatures, an intermediate rotor composed of iron cores and coils, and an inner rotor composed of permanent magnets. These first stator, intermediate rotor, and inner rotor are arranged in this order from the inner side to the outer side in the radial direction. In the first generator motor, an induction machine is constituted by the first stator and the intermediate rotor, and a synchronous machine is constituted by the intermediate rotor and the inner rotor. Said 2nd generator motor has the 2nd stator comprised by the 2nd stator comprised by the several armature, and the permanent magnet.

  The intermediate rotor of the first generator motor is mechanically connected to the crankshaft of the internal combustion engine, the inner rotor is mechanically connected to the second rotor of the second generator motor, and the second rotor is mechanically connected to the drive wheels. ing. Moreover, the 1st stator of a 1st generator motor and the 2nd stator of a 2nd generator motor are electrically connected to the battery via the 1st controller and 2nd controller which were comprised by the inverter etc., respectively. .

  In the conventional power unit configured as described above, the power of the internal combustion engine is shifted as described below and transmitted to the drive wheels while the vehicle is running. That is, when the rotational speed of the internal combustion engine is higher than the rotational speed of the drive wheels, power is generated by the first generator motor using a part of the power of the internal combustion engine. As a result, a part of the power of the internal combustion engine is converted into DC power in the first stator and power is generated, and the rest of the power of the internal combustion engine is electromagnetically transmitted to the inner rotor via the intermediate rotor. Then, it is transmitted to the drive wheel. In addition, the electric power generated in the first stator is supplied to the second stator via the first and second controllers, and the power of the second rotor generated accordingly is transmitted to the drive wheels. As a result, the power of the internal combustion engine is shifted and transmitted to the drive wheels.

  As described above, in the conventional power plant, the transmission of the power of the internal combustion engine to the drive wheels is performed by the first path including the intermediate rotor, the magnetism, and the inner rotor, and the intermediate rotor, magnetism, first stator, first and first This is done via a second path consisting of two controllers, a second stator, magnetism and a second rotor. In this first path, the power of the internal combustion engine is transmitted by a so-called magnetic path that is transmitted by magnetism generated in the intermediate rotor, so that a relatively high transmission efficiency can be obtained. On the other hand, in the second path, the power of the internal combustion engine is once converted into DC power and then transmitted back to the power, which is transmitted by a so-called electric path. Therefore, the loss due to the inverter conversion loss, the generation of Joule heat, etc. Therefore, the transmission efficiency is low.

  In the above-described conventional power unit, because of the configuration, approximately half of the power of the internal combustion engine is transmitted to the drive wheels by the electric path via the second path, so that the driving efficiency of the power unit becomes low. . In addition, since the induction machine is constituted by the first stator and the intermediate rotor, Joule heat is generated not only in the first stator coil but also in the intermediate rotor coil during power generation in the first stator described above. As a result, sufficient power generation efficiency cannot be obtained, and the driving efficiency of the power plant further decreases.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a power unit that can increase the driving efficiency when driving a driven part.

JP 2000-197324 A

  In order to achieve the above object, the invention according to claim 1 is a power unit 1, 1A to 1E for driving a driven part (drive wheels DW and DW in the embodiment (hereinafter the same in this section)). And a motor (engine 3) having an output shaft (crankshaft 3a), a stationary first stator 22 for generating a first rotating magnetic field, and a magnet so as to face the first stator 22. The first rotor (A1 rotor 21) provided and a second rotor (A2 rotor 23) made of a soft magnetic material and provided between the first stator 22 and the first rotor. Energy input / output between the first rotor and the second rotor via a magnetic circuit formed with the generation of the first rotating magnetic field, and the first rotating magnetic field with the energy input / output, The first and second rotors are A first generator motor configured to rotate while maintaining a linear speed relationship such that the difference between the rotation speed of one rotation magnetic field and the rotation speed of the second rotor and the difference between the rotation speeds of the second rotor and the first rotor are the same. 20, a first controller (1ST • PDU41, ECU2) that is electrically connected to the first stator 22 and controls the power generation / supply power of the first stator 22, and a stationary unit for generating a second rotating magnetic field. The second stator 32, a third rotor (B1 rotor 31) that is configured by a magnet and is provided so as to face the second stator 32, and a soft magnetic material, between the second stator 32 and the third rotor. A fourth rotor (B2 rotor 33) provided on the second stator 32, and between the second stator 32, the third rotor, and the fourth rotor, through a magnetic circuit formed in accordance with the generation of the second rotating magnetic field. When energy is input and output In addition, as the energy is input / output, the second rotating magnetic field, the third and fourth rotors, the difference between the rotating speeds of the second rotating magnetic field and the fourth rotor, and the rotating speeds of the fourth rotor and the third rotor. The second generator motor 30 is configured to rotate while maintaining a linear speed relationship such that the difference is the same, and the second stator motor 32 is electrically connected to control the power generation / supply power of the second stator 32 A second controller (2ND / PDU42, ECU2), wherein the first and fourth rotors are mechanically connected to the driven part, and the second and third rotors are mechanically connected to the output shaft of the prime mover And the first and second stators 22 and 32 are electrically connected to each other via the first and second controllers.

  According to this power plant, as shown in FIG. 29, the second rotor of the first generator motor and the third rotor of the second generator motor are mechanically coupled to the output shaft of the prime mover, and the first generator motor The first rotor and the fourth rotor of the second generator motor are mechanically coupled to the driven part. In addition, a first controller for controlling power generation / supply power of the first stator is electrically connected to the first stator of the first generator motor, and the second stator of the second generator motor is A second controller that controls the supplied power is electrically connected, and the first and second stators are electrically connected to each other via these first and second controllers. In FIG. 29, regarding the connection between elements, mechanical connection is indicated by a solid line, electrical connection is indicated by a one-dot chain line, and magnetic connection is indicated by a broken line. Moreover, the flow of motive power and electric power is shown by the thick line with an arrow.

  Further, in the first generator motor, energy is input and output between the first stator, the first and second rotors via a magnetic circuit formed in accordance with the generation of the first rotating magnetic field in the first stator. As the energy is input / output, the first rotating magnetic field, the first and second rotors, the difference between the rotating speeds of the first rotating magnetic field and the second rotor, and the rotating speeds of the second rotor and the first rotor. Rotating while maintaining a linear speed relationship such that the difference between the two is the same. The linear speed relationship between the first rotating magnetic field and the first and second rotors is such that one of the sun gear and the ring gear of the planetary gear device, the other, and the carrier that supports the planetary gear (hereinafter referred to as “ It corresponds to the relationship of the rotational speed of “three elements”.

  Therefore, the energy input / output relationship between the first stator, the first and second rotors is the same as the energy input / output relationship between the three elements of the planetary gear device. That is, in the first generator motor, power (energy) input to the second rotor is distributed to the first stator and the first rotor via the magnetic circuit. In this case, as described above, the difference between the rotation speeds of the first rotating magnetic field and the second rotor and the difference between the rotation speeds of the second rotor and the first rotor are the same. For this reason, when the electric power generated by the first stator and the torque equivalent to the rotation speed of the first rotating magnetic field are set as the first generating equivalent torque, and the torque transmitted to the first rotor is set as the first rotor transmission torque, The second rotor transmission torque transmitted to the two rotors is distributed to the first stator and the first rotor at a torque distribution ratio of 1: 1 as the first power generation equivalent torque and the first rotor transmission torque, respectively. Hereinafter, the first rotating magnetic field and the rotation speeds of the first and second rotors are referred to as a first magnetic field rotating speed VMF1, a first rotor rotating speed VR1, and a second rotor rotating speed VR2, respectively.

  The configuration of the second generator motor is the same as that of the first generator motor, and is formed between the second stator, the third and fourth rotors along with the generation of the second rotating magnetic field in the second stator. Energy is input / output via the magnetic circuit, and with this energy input / output, the second rotating magnetic field, the third and fourth rotors, and the difference in rotational speed between the second rotating magnetic field and the fourth rotor The fourth rotor and the third rotor rotate while maintaining a linear speed relationship such that the difference in rotational speed is the same. Such a linear speed relationship between the third rotating magnetic field and the third and fourth rotors corresponds to the relationship between the rotational speeds of the three elements of the planetary gear device.

  Therefore, the energy input / output relationship between the second stator, the third and fourth rotors is the same as the energy input / output relationship between the three elements of the planetary gear device. That is, in the second generator motor, the power input to the third rotor and the power supplied to the second stator are combined via the magnetic circuit and output to the fourth rotor. In this case, as described above, the difference between the rotation speeds of the second rotating magnetic field and the fourth rotor and the difference between the rotation speeds of the fourth rotor and the third rotor are the same. For this reason, assuming that the torque equivalent to the electric power supplied to the second stator and the rotational speed of the second rotating magnetic field is the second driving equivalent torque and the torque transmitted to the third rotor is the third rotor transmission torque, The second driving equivalent torque and the third rotor transmission torque are combined at a torque synthesis ratio of 1: 1 and transmitted to the fourth rotor as the fourth rotor transmission torque. Hereinafter, the rotation speeds of the second rotating magnetic field and the third and fourth rotors are referred to as a second magnetic field rotating speed VMF2, a third rotor rotating speed VR3, and a fourth rotor rotating speed VR4, respectively.

  With the above configuration, in the power unit according to the present invention, the power of the prime mover is transmitted to the driven part as follows, for example. That is, by the control by the first and second controllers, power is generated by the first generator motor using a part of the power of the prime mover, and the generated power is supplied to the second stator of the second generator motor. At the time of power generation by the first generator motor, as shown in FIG. 29, a part of the power of the prime mover is transmitted as electric power to the first stator via the second rotor connected to the prime mover and the magnetic circuit. Accordingly, part of the power of the prime mover is also transmitted to the first rotor via the second rotor and the magnetic circuit. That is, the power of the prime mover transmitted to the second rotor is distributed to the first stator and the first rotor. Furthermore, the power of the prime mover transmitted to the first rotor is transmitted to the driven part.

  Further, when the electric power generated by the first stator as described above is supplied to the second stator, this electric power is converted into power (hereinafter, this power is referred to as “power conversion power”) and transmitted to the fourth rotor. Accordingly, the remaining power of the prime mover is transmitted to the fourth rotor via the third rotor and the magnetic circuit. Thus, the combined power obtained by combining the power conversion power and the remaining power of the prime mover is transmitted to the fourth rotor, and this combined power is transmitted to the driven portion. As a result, power having the same magnitude as that of the prime mover is transmitted to the driven part.

  As described above, the power of the prime mover is divided, the first path including the second rotor, the magnetic circuit, and the first rotor, the second path including the third rotor, the magnetic circuit, and the fourth rotor, and the second rotor. The magnetic circuit, the first stator, the first and second controllers, the second stator, the magnetic circuit, and the third path including the fourth rotor are transmitted to the driven part. In this third path, the power of the prime mover is once converted into electric power, then returned to power, and transmitted to the driven part by a so-called electric path, whereas in these first and second paths, the power is transmitted. Since power is transmitted to the driven part by a so-called magnetic path without being converted to electric power without contact via the magnetic circuit, the transmission efficiency is higher than that of the third path.

  In this case, as described above, the second rotor transmission torque is distributed to the first stator and the first rotor as the first power generation equivalent torque and the first rotor transmission torque at a torque distribution ratio of 1: 1, respectively. The second driving equivalent torque and the third rotor transmission torque are combined at a torque synthesis ratio of 1: 1 and transmitted to the fourth rotor as the fourth rotor transmission torque. For this reason, 2/3 or more of the power of the prime mover, that is, most of the power can be transmitted to the driven part by the magnetic path having high transmission efficiency via the first and second paths. In other words, the power of the prime mover transmitted to the driven part by the electric path having low transmission efficiency via the third path can be suppressed to 1/3 or less, which is smaller than that of the conventional power unit described above. Therefore, the drive efficiency of the power unit when driving the driven part can be increased.

  In addition, unlike the intermediate rotor of the conventional power unit, the second rotor is made of a soft magnetic material instead of a coil. Therefore, when energy is input / output between the first stator and the first rotor, Since it is magnetized by one rotating magnetic field and the magnet of the first rotor, the first generator motor functions as a synchronous machine. The same applies to the second generator motor in which the fourth rotor is made of a soft magnetic material. As a result, the efficiency of the first and second generator motors can be increased compared to the above-described conventional case that functions as an induction machine, and therefore the drive efficiency of the power plant can be further increased.

  Further, when the power is transmitted to the driven parts as described above, the first and second controllers control the first and second magnetic field rotational speeds VMF1 and VMF2, respectively, thereby driving the power of the prime mover. Can be transmitted in a stepless manner. Specifically, between the first magnetic field rotational speed VMF1 and the first and second rotor rotational speeds VR1 and VR2, and between the second magnetic field rotational speed VMF2 and the third and fourth rotor rotational speeds VR3 and VR4. Holds the linear speed relationship as described above. In the above-described connection relationship, when both the second and third rotors are directly connected to the output shaft of the prime mover, both the second and third rotor rotational speeds VR2 and VR3 are the same as those of the prime mover. When the first and fourth rotors are both directly connected to the driven part, the first and fourth rotor rotational speeds VR1 and VR4 are equal to the speed of the driven part. equal. From the above, the relationship between these rotational speeds VMF1, VR1, VR2, VMF2, VR3 and VR4 is shown as a thick solid line in FIG. 30, for example. In the figure and other velocity diagrams described later, the vertical line intersecting the horizontal line indicating the value 0 is actually for representing the speed of each parameter, and the white circle represented on the vertical line The distance from the horizontal line corresponds to the speed of each parameter, but for convenience, a symbol representing the speed of each parameter is displayed at one end of the vertical line.

  Therefore, as shown by a broken line in FIG. 30, for example, the first magnetic field rotational speed VMF1 is increased and the second magnetic field rotational speed VMF2 is decreased with respect to the second and third rotor rotational speeds VR2 and VR3. Thus, the power of the prime mover can be decelerated steplessly and transmitted to the driven part. Conversely, as indicated by the alternate long and short dash line in the figure, the first magnetic field rotational speed VMF1 is decreased and the second magnetic field rotational speed VMF2 is increased with respect to the second and third rotor rotational speeds VR2 and VR3. Thus, the power of the prime mover can be increased steplessly and transmitted to the driven part.

  According to a second aspect of the present invention, in the power plant 1, 1A to 1E according to the first aspect of the present invention, the first and second stators are configured to be capable of being charged and discharged, respectively, via first and second controllers. Further, a power storage device (battery 43) electrically connected to 22 and 32 is further provided.

  According to this configuration, the chargeable and dischargeable power storage device is connected to the first and second stators via the first and second controllers, respectively. For this reason, for example, when the power required to drive the driven part is small compared to the power that provides the best fuel efficiency of the prime mover (hereinafter referred to as “best fuel efficiency”), the power of the prime mover is obtained with the best fuel efficiency. It is possible to charge the power storage device using the surplus power of the prime mover as electric power. Conversely, when the power required to drive the driven part is large relative to the power that provides the best fuel consumption of the prime mover, the power of the prime mover is controlled so that the best fuel consumption can be obtained, and the shortage of power is It is possible to compensate by supplying electric power charged in the power storage device to the first and / or second stator. As described above, the best fuel efficiency of the prime mover can be obtained, and therefore the driving efficiency of the power plant can be further enhanced.

  The invention according to claim 3 is the power device 1A according to claim 1 or 2, wherein the power device 1A is provided between the first and fourth rotors and the driven portion, and the power from the first and fourth rotors is transmitted. It further includes a transmission 60 for shifting and transmitting to the driven part.

  According to this configuration, the power from the first and fourth rotors is shifted by the transmission and transmitted to the driven part. For this reason, for example, when the load on the driven part is extremely large, the first and fourth are applied to the torque transmitted from the transmission to the driven part by controlling the speed ratio of the transmission to the deceleration side. Since the torque transmitted from the first rotor to the transmission can be reduced, both the rotors can be downsized, and the first and second generator motors can be downsized and the cost can be reduced.

  Further, for example, when the speed of the driven part is extremely high, the first and fourth rotor rotation speeds VR1, VR1 and VR4 are controlled with respect to the speed of the driven part by controlling the speed ratio of the transmission to the speed increasing side. Since VR4 can be reduced, failure of the first and second generator motors due to the rotational speeds of both rotors becoming too high can be prevented. As described above, the first rotor is composed of a magnet, and the magnet is particularly effective because it has a lower strength than the soft magnetic material and easily causes the above-described problems. Further, by controlling the gear ratio of the transmission, the first and fourth rotor rotational speeds VR1 and VR4 can be appropriately controlled with respect to the speed of the driven part, whereby the first and second generator motors are controlled. High efficiency can be obtained.

  Further, as described in the operation of the first aspect, since the power of the prime mover can be continuously shifted and transmitted to the driven part by the first and second generator motors, the frequency of the speed change operation of the transmission is reduced. can do. Thereby, the drive efficiency of a power plant can be raised for the following reason. That is, when the rotational speed of the prime mover is reduced by the speed change by the transmission, energy based on the reduction and inertia of the prime mover and the transmission is lost due to heat loss. This is because the higher the frequency, the lower the driving efficiency of the power plant.

  According to a fourth aspect of the present invention, in the power plant 1B according to the first or second aspect of the present invention, the power unit 1B is provided between the first rotor and the driven portion, and the power from the first rotor is shifted and transmitted to the driven portion. A transmission device 70 is further provided.

  According to this configuration, the power from the first rotor is shifted by the transmission and transmitted to the driven part. For this reason, for example, when the load on the driven part is extremely large, the gear ratio of the transmission is controlled to the deceleration side, so that the torque transmitted from the transmission to the driven part is changed from the first rotor. Since the torque transmitted to the device can be reduced, it is possible to reduce the size of the first rotor, and hence the size and cost of the first generator motor.

  Further, for example, when the speed of the driven part is extremely high, the first rotor rotational speed VR1 can be reduced with respect to the speed of the driven part by controlling the speed ratio of the transmission to the speed increasing side. Therefore, failure of the first generator motor due to the first rotor rotational speed VR1 becoming too high can be prevented. Since the 1st rotor is comprised with the magnet, since the above malfunctions are easy to generate | occur | produce, it is especially effective. Furthermore, by controlling the gear ratio of the transmission, the first rotor rotational speed VR1 can be appropriately controlled with respect to the speed of the driven part, and thereby high efficiency of the first generator motor can be obtained.

  On the other hand, when the prime mover is connected to the driven part via a gear-type stepped transmission, there is a gap between the prime mover and the driven part during the speed change operation until the gear train of the shift destination is connected. By being interrupted by the step transmission, the torque of the prime mover is not transmitted, and a shift shock such as a sudden decrease in torque is likely to occur. According to the present invention, it is possible to connect the fourth rotor to the driven part without using such a gear-type stepped transmission, so that the power from the first rotor can be connected to the driven part. Even when a gear-type stepped transmission is used as the transmission for transmitting to the motor, a part of the torque of the prime mover can be transmitted to the driven part via the fourth rotor during the speed change operation of the transmission. Therefore, the shift shock described above can be suppressed, so that merchantability can be improved.

  According to a fifth aspect of the present invention, in the power unit 1C according to the first or second aspect, the power unit 1C is provided between the fourth rotor and the driven portion, and the power from the fourth rotor is shifted and transmitted to the driven portion. The transmission device 80 is further provided.

  According to this configuration, the power from the fourth rotor is shifted by the transmission and transmitted to the driven part. For this reason, for example, when the load on the driven part is extremely large, the gear ratio of the transmission is controlled to the deceleration side, so that the torque transmitted from the transmission to the driven part is changed from the fourth rotor. Since the torque transmitted to the apparatus can be reduced, it is possible to reduce the size of the fourth rotor, and hence the size and cost of the second generator motor. Further, for example, when the speed of the driven part is extremely high, the fourth rotor rotational speed VR4 can be reduced with respect to the speed of the driven part by controlling the speed ratio of the transmission to the speed increasing side. Therefore, failure of the second generator motor due to the fourth rotor rotational speed VR4 becoming too high can be prevented. Furthermore, by controlling the gear ratio of the transmission, the fourth rotor rotational speed VR4 can be appropriately controlled with respect to the speed of the driven part, and thereby the high efficiency of the second generator motor can be obtained.

  Further, as described in the operation of the fourth aspect, when the prime mover is connected to the driven portion via the gear type stepped transmission, a shift shock is likely to occur during the shift operation. According to the present invention, it is possible to connect the first rotor to the driven portion without going through such a gear-type stepped transmission, so that the power from the fourth rotor is transmitted to the driven portion. Even when a gear-type stepped transmission is used as the transmission for transmitting to the motor, a part of the torque of the prime mover can be transmitted to the driven part via the first rotor during the speed change operation of the transmission. Therefore, the shift shock described above can be suppressed, so that merchantability can be improved.

  The invention according to claim 6 is the power plant 1D according to claim 1 or 2, wherein the power device 1D is provided between the output shaft of the prime mover and the second and third rotors, and shifts the power from the output shaft. A transmission 90 for transmitting to the second and third rotors is further provided.

  According to this configuration, the power from the output shaft of the prime mover is shifted by the transmission and transmitted to the second and third rotors. For this reason, for example, by controlling the gear ratio of the transmission to the speed increasing side, the torque input to the second and third rotors from the output shaft of the prime mover can be reduced, whereby the first and It becomes possible to reduce the size and cost of the second generator motor. Further, when the rotational speed of the output shaft of the prime mover is extremely high, the second and third rotor rotational speeds VR2 and VR3 are controlled with respect to the rotational speed of the output shaft by controlling the speed ratio of the transmission to the deceleration side. Therefore, it is possible to prevent failure of the first and second generator motors due to the rotational speeds of both rotors becoming too high. Since the 3rd rotor is comprised with the magnet, since the above malfunctions are easy to generate | occur | produce, it is especially effective.

  Further, by controlling the speed ratio of the transmission, the second and third rotor rotational speeds VR2 and VR3 can be appropriately controlled with respect to the rotational speed of the output shaft of the prime mover, whereby the first and second High efficiency of the generator motor can be obtained. Further, as described in the operation of the fourth aspect, when the prime mover is connected to the driven portion via the gear type stepped transmission, a shift shock is likely to occur during the shift operation. According to the present invention, it is possible to connect the first and fourth rotors to the driven part without going through such a gear-type stepped transmission, and thereby, from the output shaft of the prime mover. Even when a gear-type stepped transmission is used as the transmission for transmitting power to the second and third rotors, the shift shock described above can be suppressed during the transmission operation of the transmission by the operation described below.

  That is, when the second and third rotors are connected to each other, the first and second rotors when the output shaft of the prime mover and the second and third rotors are blocked by the speed change operation of the transmission. When the electric power is supplied to the stator, the second input / output relationship of the energy of the first generator motor is combined with the torque from the first stator and the torque transmitted to the first rotor as described later. Is transmitted to the rotor. The torque transmitted to the second rotor is transmitted to the third rotor, and is transmitted to the fourth rotor in a state combined with the torque from the second stator from the energy input / output relationship described above in the second generator motor. The Part of the torque transmitted to the fourth rotor is transmitted to the driven portion, and the rest is transmitted to the first rotor via the driven portion. As described above, during the speed change operation of the transmission, the torque generated by the first and second generator motors can be transmitted to the driven part, so that the speed change shock can be suppressed, thereby improving the merchantability.

  The invention according to claim 7 is characterized in that in the power units 1A to 1E according to any one of claims 1 to 6, a brake mechanism BL for preventing reverse rotation of the output shaft of the prime mover is further provided.

  According to this configuration, the reverse rotation of the output shaft of the prime mover is blocked by the brake mechanism, and accordingly, the rotation of the second and third rotors connected to the output shaft in one direction is blocked. Hereinafter, the rotation directions of the second and third rotors blocked by the brake mechanism are referred to as “second rotor blocking direction” and “third rotor blocking direction”, respectively. In addition, from the energy input / output relationship described above in the first generator motor, by supplying electric power to the first stator and rotating the rotating magnetic field generated therewith in the same direction as the second rotor blocking direction, All the power conversion power described above from the first stator can be transmitted as power to the first rotor, and further transmitted to the driven part. In addition, from the energy input / output relationship described above in the second generator motor, by supplying electric power to the second stator and rotating the rotating magnetic field generated therewith in the direction opposite to the third rotor blocking direction, All of the power conversion power from the second stator can be transmitted to the fourth rotor as power and further transmitted to the driven part.

  As described above, according to the present invention, the driven portion can be driven by the first and / or second generator motor without using the power of the prime mover. In this case, not only the output shaft of the prime mover is not reversed by the brake mechanism, but also the driven part can be driven by the following action without dragging the prime mover. That is, the power conversion power from the first stator acts to rotate the second rotor in the second rotor blocking direction, and the power conversion power from the second stator causes the third rotor to move in the third rotor blocking direction. Acts to rotate. Thus, during driving of the driven part described above, the output shaft of the prime mover is held in a stopped state together with the second and third rotors, so that the prime mover is not dragged.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In addition, about the part which shows the cross section in drawing, hatching shall be abbreviate | omitted suitably. 1 and 2 schematically show a power plant 1 according to a first embodiment of the present invention. This power unit 1 is for driving left and right drive wheels DW, DW (driven parts) of a vehicle (not shown). As shown in FIG. 1, an internal combustion engine 3 (prime mover) as a power source is provided. ), The first generator motor 20 and the second generator motor 30, and the differential gear mechanism 9 connected to the drive wheels DW and DW via the drive shafts 10 and 10. As shown in FIG. 2, the power unit 1 includes an ECU 2 (first controller, second controller) 1ST for controlling the operation of the internal combustion engine 3 and the first and second generator motors 20, 30. A PDU 41 (first controller) and a 2ND / PDU 42 (second controller) are provided. The first and second generator motors 20 and 30 function as a continuously variable transmission as will be described later.

  An internal combustion engine (hereinafter referred to as an “engine”) 3 is, for example, a gasoline engine. Are concentrically connected via each other. Further, the connecting shaft 6 and the second main shaft 7 are concentrically arranged with respect to the first main shaft 4, and the idler shaft 8 is arranged in parallel. The connecting shaft 6, the second main shaft 7 and the idler shaft 8 are rotatably supported by bearings 6a, 7a and 8a, 8a, respectively.

  The connecting shaft 6 is formed in a hollow shape, and the first main shaft 4 is rotatably fitted inside the connecting shaft 6. A first gear 8b and a second gear 8c are integrally provided on the idler shaft 8. The former 8b is a gear 7b integral with the second main shaft 7, and the latter 8c is a gear 9a of the differential gear mechanism 9. Each biting. With the above configuration, the second main shaft 7 is connected to the drive wheels DW and DW via the idler shaft 8 and the differential gear mechanism 9. Hereinafter, the circumferential direction and the axial direction of the first main shaft 4, the connecting shaft 6, and the second main shaft 7 are simply referred to as “circumferential direction” and “axial direction”, respectively.

  As shown in FIGS. 1 and 3, the first generator motor 20 includes an A1 rotor 21 (first rotor), a first stator 22 disposed so as to face the A1 rotor 21, and between the two 21 and 22. And an A2 rotor 23 (second rotor) provided with a predetermined interval therebetween, and the torque capacity thereof is set to approximately ½ of the maximum torque of the engine 3. The A1 rotor 21, the A2 rotor 23, and the first stator 22 are arranged in this order from the inside in the radial direction. In the following description, the left side of FIG. 3 is assumed to be “left” and the right side is assumed to be “right”.

  The A1 rotor 21 has 2n permanent magnets 21a, and these permanent magnets 21a are attached to the outer peripheral surface of the ring-shaped fixing portion 21b in a state of being arranged at equal intervals in the circumferential direction. Each permanent magnet 21a has a substantially fan-shaped cross section perpendicular to the axial direction, and extends slightly in the axial direction. The fixing portion 21 b is made of a soft magnetic material, such as iron, and an inner peripheral surface thereof is integrally attached to the connecting shaft 6. With the above configuration, the permanent magnet 21 a, that is, the A1 rotor 21 is rotatable integrally with the connecting shaft 6.

  As shown in FIG. 4, the center angle formed by each of the two permanent magnets 21a adjacent to each other in the circumferential direction with the connecting shaft 6 as the center is a predetermined angle θ. Further, the polarities of the permanent magnets 21a are different from each other for each two adjacent in the circumferential direction. Hereinafter, the left and right magnetic poles of the permanent magnet 21a are referred to as “first magnetic pole” and “second magnetic pole”, respectively.

  The first stator 22 generates a rotating magnetic field and has 3n armatures 22a arranged at equal intervals in the circumferential direction. Each armature 22a includes an iron core 22b and a coil 22c wound around the iron core 22b. The iron core 22b is substantially fan-shaped in cross section perpendicular to the axial direction, and has substantially the same length as the permanent magnet 21a in the axial direction. A groove 22d extending in the circumferential direction is formed at the central portion in the axial direction of the inner peripheral surface of the iron core 22b. The 3n coils 22c constitute n sets of U-phase, V-phase, and W-phase three-phase coils (see FIG. 4). Further, the armature 22a is attached to the case CA via a ring-shaped fixing portion 22e and cannot move. From the number and arrangement of the armatures 22a and permanent magnets 21a as described above, when the center of one armature 22a coincides with the center of the permanent magnet 21a in the circumferential direction, every two armatures 22a are arranged with respect to the armature 22a. The center of each armature 22a and the center of every other permanent magnet 21a with respect to the permanent magnet 21a coincide with the circumferential direction.

  Further, the armature 22a is electrically connected to the battery 43 (power storage device) and the ECU 2 via the 1ST / PDU 41, and the 1ST / PDU 41 is configured by an electric circuit such as an inverter. In addition, when the armature 22a is supplied with power from the battery 43 or generates power as described later, magnetic poles having different polarities are generated at the left and right ends of the iron core 22b. It is configured. As these magnetic poles are generated, the first and second rotating magnetic fields are formed between the left side (first magnetic pole side) portion and the right side (second magnetic pole side) portion of the A1 rotor 21. Are generated to rotate in the circumferential direction. Hereinafter, the magnetic poles generated at the left and right ends of the iron core 22b are referred to as “first armature magnetic pole” and “second armature magnetic pole”, respectively. The number of the first and second armature magnetic poles is the same as the number of magnetic poles of the permanent magnet 21a, that is, 2n.

  The A2 rotor 23 has a plurality of first cores 23a and second cores 23b. The first and second cores 23a and 23b are arranged at regular intervals in the circumferential direction, and the number of both the cores 23a and 23b is the same as that of the permanent magnet 21a, that is, 2n. Each of the first cores 23a is a soft magnetic material, for example, a laminate of a plurality of steel plates, and has a substantially fan-shaped cross section orthogonal to the axial direction, and extends in the axial direction with a length approximately half that of the permanent magnet 21a. ing. Each of the second cores 23b is formed by laminating a plurality of steel plates, like the first core 23a, and has a substantially fan-shaped cross section perpendicular to the axial direction, and is approximately half the length of the permanent magnet 21a in the axial direction. It extends in.

  In the axial direction, the first core 23a is disposed between the left side (first magnetic pole side) portion of the A1 rotor 21 and the left side (first armature magnetic pole side) portion of the first stator 22; The two cores 23b are disposed between the right side (second magnetic pole side) portion of the A1 rotor 21 and the right side (second armature magnetic pole side) portion of the first stator 22. Further, the second cores 23b are alternately arranged in the circumferential direction with respect to the first cores 23a, and the centers thereof are shifted from the center of the first cores 23a by 1/2 of the predetermined angle θ described above. (See FIG. 4).

  Each of the first and second cores 23a and 23b is attached to the outer end portion of the flange 23d via a rod-like connecting portion 23c that extends slightly in the axial direction. The flange 23d is integrally and concentrically provided on the first main shaft 4. With this configuration, the first and second cores 23 a and 23 b, that is, the A2 rotor 23, are rotatable integrally with the first main shaft 4 and are connected to the crankshaft 3 a via the first main shaft 4.

  In the first generator motor 20 configured as described above, as shown in FIG. 4, during the generation of the first and second rotating magnetic fields, the polarity of each first armature magnetic pole is opposed to (closest to) each first armature magnetic pole. When the polarity is different from the polarity of the magnetic pole, the polarity of each second armature magnetic pole is the same as the polarity of each second magnetic pole facing (closest). Further, when each first core 23a is positioned between each first magnetic pole and each first armature magnetic pole, each second core 23b has two sets of second armature magnetic poles adjacent to each other in the circumferential direction. And the second magnetic pole. Further, although not shown, when the first and second rotating magnetic fields are generated, when the polarity of each second armature magnetic pole is different from the polarity of each second magnetic pole facing (closest), each first armature The polarity of the magnetic pole is the same as the polarity of each first magnetic pole facing (closest). Further, when each second core 23b is positioned between each second magnetic pole and each second armature magnetic pole, each first core 23a has two sets of first armature magnetic poles adjacent in the circumferential direction. And located between the first magnetic poles.

  Further, the first generator motor 20 can be regarded as a planetary gear device that inputs and outputs rotational power by the A1 and A2 rotors 21 and 23 and inputs and outputs electric power by the first stator 22. Hereinafter, this point will be described based on the operation of the first generator motor 20. In FIG. 4 described above, the armature 22a and the fixing portion 22e are shown as being divided into two parts because they are shown as development views. However, since these are actually one, FIG. The configuration can be shown as equivalent to that in FIG. Therefore, hereinafter, the operation of the generator motor 20 will be described on the assumption that the permanent magnet 21a, the armature 22a, and the first and second cores 23a and 23b are arranged as shown in FIG.

  Further, for the sake of convenience of explanation, this operation will be described with respect to the movement of the first and second rotating magnetic fields, and the equivalent number of 2n virtual permanent magnets (hereinafter referred to as “virtual magnets”) VM equivalent to the permanent magnets 21a. It will be described in terms of physical movement. Further, the left side (first magnetic pole side) portion of the A1 rotor 21 is defined by using the left (first magnetic pole side) and right (second magnetic pole side) magnetic poles of the virtual magnet VM as first and second armature magnetic poles, respectively. Rotating magnetic fields generated between the magnetic field and the right side (second magnetic pole side) are respectively described as first and second rotating magnetic fields. Further, the left part and the right part of the permanent magnet 21a are hereinafter referred to as a first magnet part and a second magnet part.

  First, as an operation of the first generator motor 20, an operation in the case where the first and second rotating magnetic fields are generated by supplying power to the first stator 22 in a state where the A1 rotor 21 cannot be rotated will be described.

  As shown in FIG. 6A, each first core 23a is opposed to each first magnet part, and each second core 23b is positioned between each two adjacent second magnet parts. The first and second rotating magnetic fields are generated so as to rotate downward in the figure. At the start of the occurrence, the polarity of each first armature magnetic pole is made different from the polarity of each first magnetic pole opposed thereto, and the polarity of each second armature magnetic pole is changed to the polarity of each second magnetic pole opposed thereto. Same as.

  Since the first core 23a is arranged as described above, the first core 23a is magnetized by the first magnetic pole and the first armature magnetic pole, and between the first magnetic pole, the first core 23a and the first armature magnetic pole, G1 (hereinafter referred to as “first magnetic field line”) is generated. Similarly, since the second core 23b is arranged as described above, it is magnetized by the second armature magnetic pole and the second magnetic pole, and between the second armature magnetic pole, the second core 23b and the second magnetic pole. In addition, magnetic field lines (hereinafter referred to as “second magnetic field lines”) G2 are generated.

  In the state shown in FIG. 6A, the first magnetic field lines G1 are generated so as to connect the first magnetic pole, the first core 23a, and the first armature magnetic poles, and the second magnetic field lines G2 are adjacent to each other in the circumferential direction. So as to connect two second armature magnetic poles and the second core 23b positioned between the two second armature magnetic poles, and to connect the second core 23b positioned between the two second magnetic poles adjacent to each other in the circumferential direction. appear. As a result, in this state, a magnetic circuit as shown in FIG. In this state, since the first magnetic lines of force G1 are linear, no magnetic force that rotates in the circumferential direction acts on the first core 23a. In addition, the bending degree and the total magnetic flux amount of the two second magnetic field lines G2 between each of the two second armature magnetic poles adjacent to each other in the circumferential direction and the second core 23b are equal to each other. The degree of bending and the total amount of magnetic flux of the two second magnetic lines of force G2 between the two second magnetic poles and the second core 23b are also equal and balanced. For this reason, the magnetic force which rotates in the circumferential direction does not act also on the 2nd core 23b.

  When the virtual magnet VM is rotated from the position shown in FIG. 6A to the position shown in FIG. 6B, a second magnetic field line G2 connecting the second armature magnetic pole, the second core 23b, and the second magnetic pole is generated. As it occurs, the first magnetic field line G1 between the first core 23a and the first armature magnetic pole is bent. Accordingly, a magnetic circuit as shown in FIG. 8B is configured by the first and second magnetic lines of force G1, G2.

  In this state, although the degree of bending of the first magnetic field lines G1 is small, the total magnetic flux amount is large, so that a relatively strong magnetic force acts on the first core 23a. Thereby, the first core 23a is driven with a relatively large driving force in the rotation direction of the virtual magnet VM, that is, the rotation direction of the first and second rotating magnetic fields (hereinafter referred to as “magnetic field rotating direction”). As a result, the A2 rotor 23 rotates in the magnetic field rotation direction. Further, although the degree of bending of the second magnetic lines of force G2 is large, the total magnetic flux amount is small, so that a relatively weak magnetic force acts on the second core 23b, whereby the second core 23b is relatively small in the magnetic field rotation direction. Driven by the driving force, as a result, the A2 rotor 23 rotates in the magnetic field rotation direction.

  Next, when the virtual magnet VM is sequentially rotated from the position shown in FIG. 6B to the positions shown in FIGS. 6C, 6D and 7A, 7B, the first and second The cores 23a and 23b are driven in the direction of magnetic field rotation by the magnetic force generated by the first and second magnetic lines of force G1 and G2, respectively. As a result, the A2 rotor 23 rotates in the direction of magnetic field rotation. Meanwhile, the magnetic force acting on the first core 23a is gradually weakened by decreasing the total magnetic flux amount, although the bending degree of the first magnetic field line G1 is increased, and drives the first core 23a in the magnetic field rotation direction. The driving force gradually decreases. In addition, the magnetic force acting on the second core 23b is gradually increased as the total magnetic flux amount is increased, although the degree of bending of the second magnetic field line G2 is decreased, and the second core 23b is driven in the magnetic field rotation direction. The driving force gradually increases.

  Then, while the virtual magnet VM is rotated from the position shown in FIG. 7B to the position shown in FIG. 7C, the second magnetic field line G2 is bent and the total magnetic flux amount is close to the maximum. As a result, the strongest magnetic force acts on the second core 23b, and the driving force acting on the second core 23b is maximized. Thereafter, as shown in FIG. 7C, when the virtual magnet VM moves to a position facing the first and second magnet portions, the first armature magnetic pole and the first magnetic pole facing each other have the same polarity. The first core 23a is positioned between two sets of first armature magnetic poles and first magnetic poles having the same polarity adjacent in the circumferential direction. In this state, although the degree of bending of the first magnetic field lines G1 is large, a magnetic force that rotates in the magnetic field rotation direction does not act on the first core 23a due to the small total magnetic flux amount. Further, the second armature magnetic pole and the second magnetic pole facing each other have different polarities.

  When the virtual magnet VM further rotates from this state, the first and second cores 23a and 23b are driven in the magnetic field rotation direction by the magnetic force generated by the first and second magnetic lines G1 and G2, and the A2 rotor 23 rotates the magnetic field. Rotate in the direction. At that time, while the virtual magnet VM rotates to the position shown in FIG. 6A, the magnetic force acting on the first core 23a is contrary to the above, although the degree of bending of the first magnetic field line G1 is small. The driving force acting on the first core 23a increases as the amount of magnetic flux increases. On the contrary, the magnetic force acting on the second core 23b is weakened by decreasing the total magnetic flux amount, although the bending degree of the second magnetic field line G2 is increased, and the driving force acting on the second core 23b is reduced.

  As described above, with the rotation of the virtual magnet VM, that is, the rotation of the first and second rotating magnetic fields, the driving forces acting on the first and second cores 23a and 23b are alternately increased or decreased. The A2 rotor 23 rotates in the magnetic field rotation direction while repeating the state of becoming. In this case, assuming that torques transmitted through the first and second cores 23a and 23b are T23a and T23b, torque transmitted to the A2 rotor 23 (hereinafter referred to as “A2 rotor transmission torque”) TRA2 and these 2 The relationship between the two torques T23a and T23b is substantially as shown in FIG. As shown in the figure, the two torques T23a and T23b change in a substantially sine wave shape with the same cycle, and the phases are shifted from each other by a half cycle. Further, since the first and second cores 23a and 23b are connected to the A2 rotor 23, the A2 rotor transmission torque TRA2 is the sum of the two torques T23a and T23b that change as described above. It becomes almost constant.

The first core 23a is positioned between the first magnetic pole connected by the first magnetic field line G1 and the first armature magnetic pole by the action of the magnetic force by the first and second magnetic field lines G1, G2, and the first The A2 rotor 23 rotates while maintaining the state where the two cores 23b are positioned between the second magnetic pole and the second armature magnetic pole connected by the second magnetic field line G2. For this reason, the rotational speed of the first and second rotating magnetic fields (hereinafter referred to as “first magnetic field rotational speed”) VMF1, the rotational speed of the A1 rotor 21 (hereinafter referred to as “A1 rotor rotational speed”) VRA1, and the A2 rotor 23 In general, the following equation (1) is established between VRA2 and the rotation speed (hereinafter referred to as “A2 rotor rotation speed”).
VRA2 = (VMF1 + VRA1) / 2 (1)
Further, when the equation (1) is modified, the following equation (1 ′) is obtained.
VMF1-VRA2 = VRA2-VRA1 (1 ')
As is clear from these equations (1) and (1 ′), the A2 rotor rotational speed VRA2 is equal to the average speed of the first magnetic field rotational speed VMF1 and the A1 rotor rotational speed VRA1, in other words, the first magnetic field The difference between the rotational speed VMF1 and the A2 rotor rotational speed VRA2 is equal to the difference between the A2 rotor rotational speed VRA2 and the A1 rotor rotational speed VRA1.

  Therefore, when the above-described A1 rotor rotational speed VRA1 is 0, VRA2 = VMF1 / 2 is established, and the relationship between the first magnetic field rotational speeds VMF1, A1 and A2 rotor rotational speeds VRA1, VRA2 is, for example, It is shown as 10 (a).

In this case, the A2 rotor rotational speed VRA2 is decelerated to ½ of the first magnetic field rotational speed VMF1, so the A2 rotor transmission torque TRA2 is supplied to the first stator 22 and the first magnetic field rotational speed VMF1. Is equivalent to the first driving equivalent torque TSE1, it is twice the first driving equivalent torque TSE1. That is, the following expression (2) is established.
TRA2 = TSE1 × 2 (2)
As described above, when electric power is supplied to the first stator 22 with the A1 rotor 21 being non-rotatable, all of this electric power is transmitted to the A2 rotor 23 as power.

  Next, an operation when the first and second rotating magnetic fields are generated by supplying power to the first stator 22 in a state where the A2 rotor 23 cannot be rotated will be described.

  Also in this case, as shown in FIG. 11 (a), each first core 23a is opposed to each first magnet portion, and each second core 23b is positioned between each two adjacent second magnet portions. In this state, the first and second rotating magnetic fields are generated to rotate downward in the figure. At the start of the occurrence, the polarity of each first armature magnetic pole is made different from the polarity of each first magnetic pole opposed thereto, and the polarity of each second armature magnetic pole is changed to the polarity of each second magnetic pole opposed thereto. Same as. In this state, the magnetic circuit as shown in FIG.

  When the virtual magnet VM is rotated from the position shown in FIG. 11A to the position shown in FIG. 11B, the first magnetic field line G1 between the first core 23a and the first armature magnetic pole is bent. Accordingly, when the second armature magnetic pole approaches the second core 23b, a second magnetic field line G2 that connects the second armature magnetic pole, the second core 23b, and the second magnetic pole is generated. As a result, the magnetic circuit as shown in FIG.

  In this state, although the total magnetic flux amount of the first magnetic field line G1 between the first magnetic pole and the first core 23a is large, the first magnetic field line G1 is straight. Therefore, the first magnet part is attached to the first core 23a. There is no magnetic force to rotate. Further, since the distance between the second magnetic pole and the second armature magnetic pole having a different polarity is relatively long, the total magnetic flux amount of the second magnetic field line G2 between the second core 23b and the second magnetic pole is relatively small. However, when the degree of bending is large, a magnetic force is applied to the second magnet portion so as to bring it closer to the second core 23b. Accordingly, the permanent magnet 21a is driven in the direction of rotation of the virtual magnet VM, that is, the direction opposite to the magnetic field rotation direction (upward in FIG. 11), and rotates toward the position shown in FIG. Along with this, the A1 rotor 21 rotates in the direction opposite to the magnetic field rotation direction.

  Then, while the permanent magnet 21a rotates from the position shown in FIG. 11B toward the position shown in FIG. 11C, the virtual magnet VM rotates toward the position shown in FIG. As described above, when the second magnet portion approaches the second core 23b, the degree of bending of the second magnetic line of force G2 between the second core 23b and the second magnetic pole is reduced, but the virtual magnet VM becomes the second core 23b. As the value further approaches, the total magnetic flux amount of the second magnetic field lines G2 increases. As a result, in this case as well, a magnetic force is applied to the second magnet portion so as to bring it closer to the second core 23b, thereby driving the permanent magnet 21a in the direction opposite to the magnetic field rotation direction.

  Further, as the permanent magnet 21a rotates in the direction opposite to the magnetic field rotation direction, the first magnetic field line G1 between the first magnetic pole and the first core 23a is bent, so that the first magnet portion is turned into the first core. A magnetic force acting close to 23a acts. However, in this state, the magnetic force generated by the first magnetic field line G1 is weaker than the magnetic force generated by the second magnetic field line G2 because the degree of bending of the first magnetic field line G1 is smaller than that of the second magnetic field line G2. As a result, the permanent magnet 21a is driven in the direction opposite to the magnetic field rotation direction by the magnetic force corresponding to the difference between the two magnetic forces.

  As shown in FIG. 11D, when the distance between the first magnetic pole and the first core 23a and the distance between the second core 23b and the second magnetic pole are substantially equal to each other, The total magnetic flux amount and the degree of bending of the first magnetic field lines G1 between the first cores 23a are substantially equal to the total magnetic flux amount and the degree of bending of the second magnetic field lines G2 between the second core 23b and the second magnetic pole, respectively. As a result, the magnetic forces generated by the first and second magnetic force lines G1 and G2 are substantially balanced with each other, so that the permanent magnet 21a is not temporarily driven.

  From this state, when the virtual magnet VM rotates to the position shown in FIG. 12A, the state of generation of the first magnetic lines of force G1 changes, and a magnetic circuit as shown in FIG. 12B is configured. As a result, the magnetic force due to the first magnetic field line G1 hardly acts so as to bring the first magnet part closer to the first core 23a, so that the permanent magnet 21a is shown in FIG. 12C by the magnetic force due to the second magnetic field line G2. Driven to the position in the opposite direction of the magnetic field rotation direction.

  Then, when the virtual magnet VM is slightly rotated from the position shown in FIG. 12 (c), on the contrary, the magnetic force generated by the first magnetic field line G1 between the first magnetic pole and the first core 23a is changed to the first magnet portion. The permanent magnet 21a is driven in the direction opposite to the magnetic field rotation direction, and the A1 rotor 21 rotates in the direction opposite to the magnetic field rotation direction. When the virtual magnet VM further rotates, it corresponds to the difference between the magnetic force due to the first magnetic field line G1 between the first magnetic pole and the first core 23a and the magnetic force due to the second magnetic field line G2 between the second core 23b and the second magnetic pole. The permanent magnet 21a is driven in the direction opposite to the magnetic field rotation direction by the magnetic force. Thereafter, when the magnetic force due to the second magnetic field line G2 hardly acts to bring the second magnet part closer to the second core 23b, the permanent magnet 21a is driven in the direction opposite to the magnetic field rotation direction by the magnetic force due to the first magnetic field line G1. The

  As described above, with the rotation of the first and second rotating magnetic fields, the magnetic force due to the first magnetic field line G1 between the first magnetic pole and the first core 23a, and the second between the second core 23b and the second magnetic pole. The magnetic force due to the magnetic field line G2 and the magnetic force corresponding to the difference between these magnetic forces act alternately on the permanent magnet 21a, that is, on the A1 rotor 21, whereby the A1 rotor 21 rotates in the direction opposite to the magnetic field rotation direction. Further, when the magnetic force, that is, the driving force acts alternately on the A1 rotor 21 as described above, the torque (hereinafter referred to as “A1 rotor transmission torque”) TRA1 transmitted to the A1 rotor 21 becomes substantially constant.

Further, the relationship between the rotor rotation speeds VRA1 and VRA2 of the first magnetic field rotation speeds VMF1, A1 and A2 at this time is expressed as VRA1 = −VMF1 by setting VRA2 = 0 in the equation (1), for example, FIG. It is shown as 10 (b). Thus, the A1 rotor 21 rotates in the reverse direction at the same speed as the first and second rotating magnetic fields. Further, in this case, the A1 rotor transmission torque TRA1 is equal to the first driving equivalent torque TSE1, and the following expression (3) is established.
TRA1 = TSE1 (3)

  Further, when the rotor rotation speeds VRA1 and VRA2 of the first magnetic field rotation speeds VMF1, A1 and A2 are not 0, for example, in the state where the rotors 21 and 23 of A1 and / or A2 are rotated by power input, When the first and second rotating magnetic fields are generated, the above-described general formula (1) is established as it is between the first magnetic field rotating speeds VMF1, A1 and A2 rotor rotating speeds VRA1 and VRA2, and three The speed relationship between persons is shown, for example, in FIG.

  Further, when the A2 rotor 23 is rotated by power and the first magnetic field rotational speed VMF1 is controlled to a value of 0, the power (energy) input to the A2 rotor 23 is not transmitted to the first stator 22. All are transmitted to the A1 rotor 21 via the magnetic force generated by the first and second magnetic field lines G1 and G2. Similarly, when the A1 rotor 21 is rotated by power and the first magnetic field rotation speed VMF1 is controlled to a value of 0, the power (energy) input to the A1 rotor 21 is transmitted to the first stator 22. Instead, they are all transmitted to the A2 rotor 23 via the magnetic force generated by the first and second magnetic lines G1 and G2.

In addition, the relationship between the rotor rotation speeds VRA1 and VRA2 of the first magnetic field rotation speeds VMF1, A1 and A2 at this time is expressed as VRA1 = VRA2 × 2 by setting VMF1 = 0 in the equation (1). For example, as shown in FIG. Further, the following expression (4) is established between the A1 and A2 rotor transmission torques TRA1 and TRA2.
TRA1 = TRA2 / 2 (4)

  Further, in the first generator motor 20, even when power is not supplied to the first stator 22, the permanent magnet 21a is rotated by the input of power to the A1 rotor 21 with respect to the armature 22a, or A2 When the first and second cores 23a and 23b are rotated by the input of power to the rotor 23, an induced electromotive force is generated in the armature 22a to generate power. When the first and second rotating magnetic fields are generated along with this power generation, the above equation (1) is established.

  Further, the relationship represented by the equations (1) and (1 ′) and FIGS. 10A to 10D between the rotor rotation speeds VRA1 and VRA2 of the first magnetic field rotation speeds VMF1, A1 and A2. The relationship between the three speeds corresponds to the relationship between the rotational speed of the carrier that supports one of the ring gear and the sun gear of the planetary gear unit and the other, and the planetary gear. Furthermore, since such a speed relationship can be obtained not only when power is supplied to the first stator 22 but also when power is generated, the first generator motor 20 is rotated by the rotors 21 and 23 of A1 and A2. And the first stator 22 can be regarded as a planetary gear device that inputs and outputs power.

Furthermore, when power is input to the A1 rotor 21 and power is supplied to the first stator 22, when the rotation directions of the A1 rotor 21, the A2 rotor 23, the first and second rotating magnetic fields are the same, The first driving equivalent torque TSE1 output from the first stator 22 and the A1 rotor transmission torque TRA1 input to the A1 rotor 21 are combined via the first and second magnetic lines G1, G2, that is, the magnetic circuit, It is transmitted to the A2 rotor 23 as A2 rotor transmission torque TRA2. That is, the following equation (5) is established between the first drive equivalent torques TSE1, A1, and the rotor transmission torques TRA1, TRA2 of A2.
TRA2 = TSE1 + TRA1 (5)

  However, in this case, as shown in the equation (1 ′), the difference between the first magnetic field rotational speed VMF1 and the A2 rotor rotational speed VRA2 and the difference between the A2 rotor rotational speed VRA2 and the A1 rotor rotational speed VRA1 are Therefore, the torque synthesis ratio between the first driving equivalent torque TSE1 and the A1 rotor transmission torque TRA1 is 1: 1. Therefore, the combined ratio of energy (power / electric power) is equal to the ratio between the A1 rotor rotational speed VRA1 and the first magnetic field rotational speed VMF1.

In addition, when power is input to the A2 rotor 23 and power is generated by the first stator 22 using this power, the rotation directions of the A1 rotor 21, the A2 rotor 23, the first and second rotating magnetic fields are mutually different. When they are the same, assuming that the electric power generated by the first stator 22 and the torque equivalent to the first magnetic field rotational speed VMF1 are the first electric power generation equivalent torque TGE1, the first electric power generation equivalent torque TGE1 and the A1 and A2 The following equation (6) is established between the rotor transmission torques TRA1 and TRA2.
TRA2 = TGE1 + TRA1 (6)
In this case, as is apparent from the equation (6), the A2 rotor transmission torque TRA2 is divided through the first and second magnetic lines G1, G2, that is, the magnetic circuit, and the first power generation equivalent torque TGE1 and the A1 rotor are divided. Output as transmission torque TRA1. Further, as shown in the equation (1 ′), the difference between the first magnetic field rotational speed VMF1 and the A2 rotor rotational speed VRA2 and the difference between the A2 rotor rotational speed VRA2 and the A1 rotor rotational speed VRA1 are equal to each other. In this case, the torque distribution ratio is 1: 1. Therefore, the energy (power / power) distribution ratio is equal to the ratio between the A1 rotor rotational speed VRA1 and the first magnetic field rotational speed VMF1.

  Further, the ECU 2 controls the 1ST • PDU 41 to control the power supplied to the first stator 22 and the first magnetic field rotational speed VMF1 of the first and second rotating magnetic fields generated along with the power supply. . Further, the ECU 2 controls the 1ST • PDU 41 to control the electric power generated by the first stator 22 and the first magnetic field rotation speed VMF1 of the first and second rotating magnetic fields generated along with the electric power generation.

  The second generator motor 30 has a B1 rotor 31 (third rotor), a second stator 32 disposed so as to face the B1 rotor 31, and a predetermined distance between the two 31 and 32. The B2 rotor 33 (fourth rotor) provided is provided, and the torque capacity thereof is set to be approximately the same as the maximum torque of the engine 3. The rotors 31 and 33 of the second stator 32, B1 and B2 are configured in the same manner as the first stator 22 of the first generator motor 20 and the rotors 21 and 23 of the A1 and A2 described above. The detailed description is omitted. The second stator 32 is electrically connected to the battery 43 and the ECU 2 via the 2ND / PDU 42. Like the 1ST / PDU 41, the 2ND / PDU 42 is configured by an electric circuit such as an inverter and is electrically connected to the 1ST / PDU 41.

Further, the second generator motor 30 has the same function as that of the first generator motor 20, and inputs and outputs rotational power using the B1 and B2 rotors 31 and 33 and inputs and outputs power using the second stator 32. It can be regarded as a planetary gear device. The rotational speeds of the first and second rotating magnetic fields generated in the second stator 32 are defined as the second magnetic field rotating speed VMF2, and the rotating speeds of the B1 and B2 rotors 31 and 33 are respectively set to the rotating speeds VR1 of B1 and B2. , VRB2, the relationship represented by the equations (1), (1 ′) and FIGS. 10 (a) to (d) between the rotational speeds VMF2, VRB1, and VRB2 is the second stator. This is always true both when supplying power to 32 and when generating power. Therefore, the following expressions (7) and (7 ′) are established.
VRB2 = (VMF2 + VRB1) / 2 (7)
VMF2-VRB2 = VRB2-VRB1 (7 ')

Further, the torque transmitted to the B1 and B2 rotors 31 and 33 is set as the B1 and B2 rotor transmission torques TRB1 and TRB2, respectively, and the power equivalent to the power supplied to the second stator 32 and the second magnetic field rotational speed VMF2 is obtained. The second driving equivalent torque TSE2 is set, and the electric power generated by the second stator 32 and the torque equivalent to the second magnetic field rotational speed VMF2 are set as the second power generating equivalent torque TGE2. In this case, the relationships represented by the equations (2) to (6) are always established among these torques TRB1, TRB2, TSE2, and TGE2, and therefore the following equations (8) to (12) are satisfied. To establish.
TRB2 = TSE2 × 2 (however, VRB1 = 0, VRB2 = VMF2 / 2)
...... (8)
TRB1 = TSE2 (however, VRB2 = 0, VRB1 = −VMF2)
...... (9)
TRB1 = TRB2 / 2 (however, VMF2 = 0, VRB1 = VRB2 × 2)
(10)
TRB2 = TSE2 + TRB1 (where TSE2 = TRB1, VRB2 =
(VMF2 + VRB1) / 2) (11)
TRB2 = TGE2 + TRB1 (where TGE2 = TRB1, VRB2 =
(VMF2 + VRB1) / 2) (12)

  Further, as shown in FIG. 1, the B1 rotor 31 is connected to the first main shaft 4, and the B2 rotor 33 is connected to the connecting shaft 6 and the second main shaft 7. With the above configuration, the crankshaft 3 a of the engine 3, the A2 rotor 23 of the first generator motor 20, and the B1 rotor 31 of the second generator motor 30 are mechanically connected to each other via the first main shaft 4. The A1 rotor 21 of the first generator motor 20 and the B2 rotor 33 of the second generator motor 30 are mechanically connected to each other via the connecting shaft 6, and the B2 rotor 33 and the drive wheels DW and DW are connected to each other. The two main shafts 7 and the like are mechanically connected to each other. That is, the A1 rotor 21 and the B2 rotor 33 are mechanically coupled to the drive wheels DW and DW.

  The ECU 2 controls the 2ND / PDU 42 to thereby supply electric power to the second stator 32 and second magnetic field rotation speed VMF2 of the first and second rotating magnetic fields generated in the second stator 32 when the electric power is supplied. To control. Further, the ECU 2 controls the 2ND / PDU 42 to thereby generate electric power generated by the second stator 32 and second magnetic field rotation speed VMF2 of the first and second rotating magnetic fields generated by the second stator 32 accompanying the power generation. To control.

  As shown in FIG. 2, a detection signal indicating the crank angle position of the crankshaft 3 a is output from the crank angle sensor 51 to the ECU 2. The ECU 2 calculates the engine speed NE based on the crank angle position. Further, the ECU 2 outputs detection signals representing the rotation angle positions of the A1 and A2 rotors 21 and 23 from the A1 rotation angle sensor 52 and the A2 rotation angle sensor 53, respectively. The ECU 2 calculates the A1 and A2 rotor rotational speeds VRA1 and VRA2 based on the detected rotational angle positions of the A1 and A2 rotors 21 and 23, respectively.

  Further, the ECU 2 outputs detection signals representing the rotation angle positions of the B1 and B2 rotors 31 and 33 from the B1 rotation angle sensor 54 and the B2 rotation angle sensor 55, respectively. The ECU 2 calculates the rotor rotational speeds VRB1 and VRB2 of B1 and B2, respectively, based on the detected rotational angle positions of the rotors 31 and 33 of B1 and B2. Further, a detection signal representing a current / voltage value input / output to / from the battery 43 is output from the current / voltage sensor 56 to the ECU 2. The ECU 2 calculates the remaining capacity SOC of the battery 43 based on this detection signal.

  Further, the ECU 2 outputs from the accelerator opening sensor 57 a detection signal representing the accelerator opening AP, which is the depression amount of an accelerator pedal (not shown) of the vehicle, and from the vehicle speed sensor 58 a detection signal representing the vehicle speed VP. The

  The ECU 2 includes a microcomputer including an I / O interface, a CPU, a RAM, a ROM, and the like, and the engine 3, the first and second power generations according to detection signals from the various sensors 51 to 58 described above. The operation of the electric motors 20 and 30 is controlled.

  Next, control by the ECU 2 when the vehicle starts or during travel will be described. First, the control during the creep operation of the vehicle and at the time of starting will be described. The rotation direction of the crankshaft 3a and the forward rotation direction of the drive wheels DW and DW are the same. Hereinafter, the rotation in the same direction as the rotation direction of the crankshaft 3a is referred to as “forward rotation”. The rotation in the direction opposite to the rotation direction of 3a is referred to as “reverse rotation”. During the creep operation, the engine 3 is basically stopped and only the second generator motor 30 is used as a power source for the vehicle. Specifically, power is supplied from the battery 43 to the second stator 32 of the second generator motor 30, and the first and second rotating magnetic fields generated in the second stator 32 are rotated in accordance with the power. In addition, the first stator 22 generates power using power transmitted to the A1 rotor 21 of the first generator motor 20 as described later, and the generated power is supplied to the second stator 32.

  FIG. 13 shows the state of torque transmission during the creep operation, and FIG. 14 shows velocity diagrams of the first and second magnetic field rotational speeds VMF1, VMF2, etc. during the creep operation. Hereinafter, such a creep operation using only the first and second generator motors 20 and 30 as a power source is referred to as an “EV creep operation”. Further, in FIG. 13 and other diagrams showing the torque transmission state described later, a thick broken line with an arrow indicates a torque flow. Furthermore, the filled arrows indicate the torque acting in the forward direction, and the hollow arrows indicate the torque acting in the reverse direction. In the first and second stators 22 and 32, the torque is actually transmitted in the form of electric energy. However, in FIG. 13 and other drawings showing the torque transmission state described later, the first stator is shown for convenience. The input / output of energy in the second stators 22 and 32 is indicated by hatching in the torque flow. Further, in FIG. 14 and other velocity diagrams to be described later, the forward rotation direction is represented by “+”, and the reverse rotation direction is represented by “−”.

  As shown in FIG. 13, during the EV creep operation, as electric power is supplied to the second stator 32, torque acting so as to rotate it forward is transmitted from the second stator 32 to the B2 rotor 33. At the same time, as shown by an arrow A, torque acting to reverse the rotation is transmitted to the B1 rotor 31. Further, part of the torque transmitted to the B2 rotor 33 is transmitted to the drive wheels DW and DW via the second main shaft 7 and the differential gear mechanism 9, thereby causing the drive wheels DW and DW to rotate forward. .

  Further, during the EV creep operation, the remainder of the torque transmitted to the B2 rotor 33 is transmitted to the A1 rotor 21 via the connecting shaft 6 and then to the first stator 22 along with power generation in the first stator 22. It is transmitted as the first power generation equivalent torque TGE1. Further, as shown in FIG. 14, the first and second rotating magnetic fields generated with the power generation in the first stator 22 are reversed. For this reason, as indicated by an arrow B in FIG. 13, along with the power generation in the first stator 22, torque corresponding to the amount of generated power is transmitted from the first stator 22 to the A2 rotor 23. The A2 rotor 23 acts to rotate normally. Further, the torque transmitted to the A1 rotor 21 is further transmitted to the A2 rotor 23 (illustrated by an arrow C) so as to balance this torque, and these torques are synthesized at a torque synthesis ratio of 1: 1.

  In this case, the electric power supplied to the second stator 32 and the first torque are such that the torque that reversely rotates the B1 rotor 31 indicated by the arrow A described above and the torque that normally rotates the A2 rotor 23 indicated by the arrows B and C are balanced. By controlling the electric power generated by the stator 22, the A2 rotor 23, the B1 rotor 31, and the crankshaft 3a that are connected to each other are held stationary. As a result, as shown in FIG. 14, during the EV creep operation, the rotor rotational speeds VRA2 and VRB1 of A2 and B1 become 0, and the engine speed NE also becomes 0.

  Further, during the EV creep operation, the electric power supplied to the second stator 32, the electric power generated by the first stator 22, and the first and second magnetic field rotational speeds VMF1, VMF2 are expressed by the equations (1) and (7). And the rotor rotational speeds VRA1 and VRB2 of A1 and B2 are controlled to be very small (see FIG. 14). Thus, the creep operation with a very low vehicle speed VP is performed. As described above, the creep operation can be performed by the driving force of the second generator motor 30 with the engine 3 stopped.

  Control at the time of start of the vehicle is performed as follows following the EV creep operation described above. That is, both the power supplied to the second stator 32 and the power generated by the first stator 22 are increased. Further, during the EV creep operation while maintaining the relationship between the rotational speeds expressed by the above formulas (1) and (7) and maintaining the rotor rotational speeds VRA2 and VRB1 of A2 and B1, that is, the engine rotational speed NE at the value 0. The first magnetic field rotation speed VMF1 of the first and second rotating magnetic fields of the first stator 22 that has been reversed to the first rotation, and the second magnetic field rotation of the first and second rotating magnetic fields of the second stator 32 that have been normally rotated. The speed VMF2 is increased in the same rotational direction as before. As described above, as shown by the thick solid line in FIG. 15, the rotor rotational speeds VRA1 and VRB2 of A1 and B2, that is, the vehicle speed VP, rise from the EV creep operation state indicated by the broken line in FIG. Hereinafter, starting and traveling of the vehicle using only the first and second generator motors 20 and 30 as power sources are referred to as “EV starting” and “EV traveling”, respectively.

  Further, following the EV start described above, the engine 3 is started as follows. Hereinafter, such starting of the engine 3 is referred to as “ENG starting during EV traveling”. That is, the first and second rotating magnetic fields of the first stator 22 that have been reversed as described above at the time of EV start-up while maintaining the rotor rotational speeds VRA1 and VRB2 of A1 and B2, that is, the vehicle speed VP, at that time. The first magnetic field rotation speed VMF1 is controlled to be a value of 0, and the second magnetic field rotation speed VMF2 of the first and second rotating magnetic fields of the second stator 32 that has been normally rotated is decreased. Control. Then, after the first magnetic field rotational speed VMF1 becomes zero, in addition to the second stator 32, the first stator 22 is also supplied with electric power from the battery 43, and the first and second generated in the first stator 22 are supplied. And the first magnetic field rotational speed VMF1 is increased.

  FIG. 16 shows a state of torque transmission in a state where electric power is supplied to the first and second stators 22 and 32 as described above at the time of ENG start during EV traveling. As described using Equation (11), when power is supplied to the second stator 32 in a state where power is input to the B1 rotor 31, the second driving equivalent torque TSE2 and the B1 rotor transmission torque TRB1 are 1 : 1 and is transmitted to the B2 rotor 33 as B2 rotor transmission torque TRB2. For this reason, as shown in FIG. 16, when electric power is supplied to the second stator 32 as described above, the second driving equivalent torque TSE2 is transmitted to the B2 rotor 33, so that the B1 rotor 31 receives the electric power. The torque transmitted as will be described later is transmitted to the B2 rotor 33. A part of the torque transmitted to the B2 rotor 33 is transmitted to the A1 rotor 21 via the connecting shaft 6 and the rest is transmitted to the drive wheels DW and DW via the second main shaft 7 and the like.

  Further, at the time of ENG start during EV traveling, as described using the above formula (5), when power is supplied to the first stator 22 in a state where power is input to the A1 rotor 21, the first driving equivalent torque TSE1 And the A1 rotor transmission torque TRA1 are combined at a torque synthesis ratio of 1: 1 and transmitted to the A2 rotor 23 as the A2 rotor transmission torque TRA2. For this reason, as shown in FIG. 16, when electric power is supplied from the battery 43 to the first stator 22, the first driving equivalent torque TSE1 is transmitted to the A2 rotor 23. The torque transmitted to the rotor 21 is transmitted to the A2 rotor 23.

  Further, at the time of ENG start during EV traveling, a part of the torque transmitted to the A2 rotor 23 is transmitted to the B1 rotor 31 via the first main shaft 4 and the rest is transmitted via the first main shaft 4 and the flywheel 5. This is transmitted to the crankshaft 3a, whereby the crankshaft 3a rotates forward. Furthermore, in this case, the electric power supplied to the first and second stators 22 and 32 is controlled so that sufficient power is transmitted to the drive wheels DW and DW and the engine 3.

  As described above, as shown by a thick solid line in FIG. 17, at the time of ENG start during EV traveling, the vehicle speed VP is maintained at the value at that time, and the rotor rotational speeds VRA2 and VRB1 of A2 and B1 are the values 0 indicated by the broken lines. From the state, the rotational speed of the crankshaft 3a connected to the rotors 23 and 31 of A2 and B1, that is, the engine speed NE also increases. In this state, the engine 3 is started by controlling the ignition operation of a fuel injection valve and a spark plug (both not shown) of the engine 3 according to the crank angle position. In this case, the engine rotational speed NE is controlled to a relatively small value suitable for starting the engine 3 by controlling the first and second magnetic field rotational speeds VMF1 and VMF2.

  Next, the control during traveling of the vehicle after the ENG start during EV traveling will be described. While the vehicle is running, the best fuel efficiency (hereinafter referred to as “best fuel efficiency”) can be obtained within a range in which the power of the engine 3 (hereinafter referred to as “engine power”) WENG, basically the required torque PMCMD can be generated. To control. This required torque PMCMD is a torque required for the vehicle, and is calculated, for example, by searching a map (not shown) according to the vehicle speed VP and the accelerator pedal opening AP. In addition, the engine power WENG transmitted to the A2 rotor 23 is used to generate power in the first stator 22, and the generated power is supplied to the second stator 32 without charging the battery 43. Hereinafter, this operation mode is referred to as “battery input / output zero mode”. FIG. 18 shows how torque is transmitted in the battery input / output zero mode.

  As explained using the equation (6), in the first generator motor 20, the A2 rotor transmission torque TRA2 is divided at a torque distribution ratio of 1: 1 during power generation using the power input to the A2 rotor 23. The first power generation equivalent torque TGE1 and the A1 rotor transmission torque TRA1 are output. Therefore, as shown in FIG. 18, during the battery input / output zero mode, a part of the torque of the engine 3 (hereinafter referred to as “engine torque”) TENG is supplied to the first stator 22 via the A2 rotor 23. Along with being transmitted as the equivalent torque TGE1, the engine torque TENG having the same magnitude as the first power generation equivalent torque TGE1 is also transmitted to the A1 rotor 21 via the A2 rotor 23. That is, a part of the engine torque TENG is transmitted to the A2 rotor 23, and the engine torque TENG transmitted to the A2 rotor 23 is distributed to the first stator 22 and the A1 rotor 21 at a torque distribution ratio of 1: 1. Is done. The remainder of the engine torque TENG is transmitted to the B1 rotor 31 via the first main shaft 4.

  Similarly to the above-described ENG start during EV traveling, the second driving equivalent torque TSE2 and the B1 rotor transmission torque TRB1 are combined at a torque synthesis ratio of 1: 1 and transmitted to the B2 rotor 33 as the B2 rotor transmission torque TRB2. Is done. Therefore, during the battery input / output zero mode, the electric power generated by the first stator 22 as described above is supplied to the second stator 32, whereby the second driving equivalent torque TSE2 is transmitted to the B2 rotor 33. Accordingly, the engine torque TENG transmitted to the B1 rotor 31 as described above is transmitted to the B2 rotor 33. Further, the engine torque TENG distributed to the A1 rotor 21 along with power generation as described above is further transmitted to the B2 rotor 33 via the connecting shaft 6.

  As described above, the combined torque obtained by combining the engine torque TENG distributed to the A1 rotor 21, the second drive equivalent torque TSE2, and the engine torque TENG transmitted to the B1 rotor 31 is transmitted to the B2 rotor 33. Is done. The combined torque is transmitted to the drive wheels DW and DW via the second main shaft 7 and the like. As a result, if there is no transmission loss due to each gear, power having the same magnitude as the engine power WENG is transmitted to the drive wheels DW and DW during the battery input / output zero mode.

  Further, during the battery input / output zero mode, by controlling the first and second magnetic field rotational speeds VMF1, VMF2, the engine power WENG is steplessly shifted and transmitted to the drive wheels DW, DW. That is, the first and second generator motors 20 and 30 function as a continuously variable transmission.

  Specifically, as indicated by a broken line in FIG. 19, while maintaining the speed relationship shown in the equations (1) and (7), the rotor rotational speeds VRA2 and VRB1 of A2 and B1, that is, the engine speed NE. By increasing the first magnetic field rotational speed VMF1 and decreasing the second magnetic field rotational speed VMF2, the rotor rotational speeds VRA1 and VRB2 of A1 and B2, that is, the vehicle speed VP, can be decelerated steplessly. On the other hand, as shown by the one-dot chain line in FIG. 19, by decreasing the first magnetic field rotational speed VMF1 and increasing the second magnetic field rotational speed VMF2 with respect to the rotor rotational speeds VRA2 and VRB1 of A2 and B1, The vehicle speed VP can be increased steplessly.

  Further, in this case, the first and second magnetic field rotational speeds VMF1, VMF2 are controlled so that the engine rotational speed NE becomes the target rotational speed NECMD. This target rotational speed NECMD is calculated, for example, by searching a NECMD map (not shown) according to the vehicle speed VP and the required torque PMCMD. In this NECMD map, the NECMD value is set to such a value that the best fuel consumption of the engine 3 can be obtained with respect to the vehicle speed VP and the required torque PMCMD at that time.

As described above, in the battery input / output zero mode, the engine power WENG is temporarily divided in the first and second generator motors 20 and 30, and the B2 rotor is then transmitted through the following first to third transmission paths. 33, and after being synthesized by the B2 rotor 33, it is transmitted to the drive wheels DW and DW.
First transmission path: A2 rotor 23 → magnetic circuit → A1 rotor 21 → connection shaft 6 → B2 rotor 33
Second transmission path: B1 rotor 31 → magnetic circuit → B2 rotor 33
Third transmission path: A2 rotor 23 → magnetic circuit → first stator 22 → 1ST / PDU41 → 2ND / PDU42 → second stator 32 → magnetic circuit → B2 rotor 33

  In these first and second transmission paths, the engine power WENG is transmitted to the drive wheels DW and DW through a so-called magnetic path via a magnetic circuit without being converted into electric power. In the third transmission path, the engine power WENG is once converted into electric power, returned to the power again, and transmitted to the drive wheels DW and DW through a so-called electric path.

  Further, during the battery input / output zero mode, the electric power generated by the first stator 22 and the first and second magnetic field rotational speeds VMF1, VMF2 maintain the speed relationship shown in the above formulas (1) and (7). To be controlled. Furthermore, more specifically, the electric power generated by the first stator 22 is controlled as follows.

That is, the relationship between the engine power WENG in the battery input / output zero mode and the engine power WENG (hereinafter referred to as “electric path power WP”) transmitted to the drive wheels DW and DW through the electric path is as follows. It is expressed as That is, the engine power WENG is represented by the product of the engine torque TENG and the engine speed NE. In the battery input / output zero mode, since all the power generated by the first stator 22 is supplied to the second stator 32, the electric path power WP is the power generated by the first stator 22, that is, the first power generation. It is equal to the product of the equivalent torque TGE1 for use and the first magnetic field rotational speed VMF1. Therefore, the ratio between the electric path power WP and the engine power WENG is expressed by the following equation (13).
WP / WENG = (TGE1 × VMF1) / (TENG × NE)
(13)

Further, as described above, part of the engine torque TENG is transmitted to the A2 rotor 23 and the rest of the engine torque TENG is transmitted to the B1 rotor 31. Therefore, the sum of the A2 rotor transmission torque TRA2 and the B1 rotor transmission torque TRB1 is , Equal to the engine torque TENG. Therefore, the following expression (14) is established.
TENG = TRA2 + TRB1 (14)
Further, in this case, since the above equation (6), that is, TRA2 = TGE1 + TRA1 is established, and the torque distribution ratio is 1: 1, that is, TGE1 = TRA1, the following equation (15) is established.
TRA2 = TGE1 × 2 (15)
Further, as described above, since the torque synthesis ratio between the B1 rotor transmission torque TRB1 and the second driving equivalent torque TSE2 is 1: 1, the following equation (16) is established.
TRB1 = TSE2 (16)
Substituting equations (15) and (16) into equation (14) yields the following equation (17).
TENG = 2 × TGE1 + TSE2 (17)

Further, in the above formula (1), since the A2 rotor 23 is connected to the engine 3, the second rotor rotational speed VRA2 is equal to the engine speed NE, so the following formula (18) is established.
NE = (VMF1 + VRA1) / 2 (18)
Since the B2 rotor 33 and the A1 rotor 21 are connected to each other, the B2 rotor rotational speed VRB2 and the A1 rotor rotational speed VRA1 are equal to each other, and the B1 rotor 31 is connected to the crankshaft 3a. Since the rotational speed VRB1 and the engine speed NE are equal to each other, the equation (7) can be expressed by the following equation (19).
VRA1 = (VMF2 + NE) / 2 (19)
Furthermore, the following equation (20) is obtained by substituting equation (19) into equation (18).
NE = (2 × VMF1 + VMF2) / 3 (20)

Moreover, the following equation (21) is obtained by substituting the equations (17) and (20) into the equation (13).
WP / WENG = (TGE1 × VMF1) / {(2 × TGE1 + TSE2)
× (2 × VMF1 + VMF2) / 3} (21)
In this case, since the electric power generated by the first stator 22 and the electric power supplied to the second stator 32 are equal to each other, the following equation (22) is established.
TSE2 = (VMF1 × TGE1) / VMF2 (22)
Substituting this equation (22) into equation (21) yields the following equation (23). That is, the ratio between the electric path power WP and the engine power WENG in the battery input / output zero mode is expressed by this equation (23).
WP / WENG = 3 / {(2 + VMF1 / VMF2)
× (2 + VMF2 / VMF1)} (23)
However, in Formula (23), VMF1> 0 and VMF2> 0.

  As described above, the electric path power WP is equal to the electric power generated by the first stator 22. Therefore, the electric power generated by the first stator 22 is controlled to be WENG × 3 / {(2 + VMF1 / VMF2) × (2 + VMF2 / VMF1)} according to the equation (23).

  Further, as apparent from the equation (23), the ratio between the electric path power WP and the engine power WENG becomes maximum when the first and second magnetic field rotational speeds VMF1, VMF2 are equal to each other, and WP / WENG = 1/3.

  Thus, the engine power WENG transmitted to the drive wheels DW and DW by the electric path with low transmission efficiency via the third transmission path described above can be suppressed to 1/3 or less. In other words, 2/3 or more of the engine power WENG, that is, most of the engine power WENG is transmitted to the drive wheels DW and DW by the magnetic path with high transmission efficiency via the first and second transmission paths described above. be able to. Further, the torque distribution ratio between the first power generation equivalent torque TGE1 and the A1 rotor transmission torque TRA1 is 1: 1, and the torque synthesis ratio between the B1 rotor transmission torque TRB1 and the second drive equivalent torque TSE2 is 1: Therefore, when the first and second magnetic field rotational speeds VMF1, VMF2 are equal to each other and the engine power WENG is not shifted, the engine torque TENG is divided into three equal parts, and the first to third transmission paths Is transmitted to the drive wheels DW and DW.

On the other hand, the engine 3 is assisted by the second generator motor 30 when the following conditions (a) and (b) are both satisfied while the vehicle is running. Hereinafter, this operation mode is referred to as “assist mode”.
(A) Requested torque PMCMD> first predetermined value PM1
(B) Remaining capacity SOC> lower limit SOCL
Here, the first predetermined value PM1 is calculated, for example, by searching a PM1 table (not shown) according to the vehicle speed VP. In this PM1 table, the first predetermined value PM1 is set to a torque value at which the best fuel consumption of the engine 3 can be obtained with respect to the vehicle speed VP at that time. The lower limit SOCL is set to a value that prevents the battery 43 from being overdischarged. As described above, in the driving in the assist mode, the power required for driving the vehicle represented by the vehicle speed VP and the required torque PMCMD at that time (hereinafter referred to as “vehicle required power”) is the engine power at which the best fuel consumption is obtained. This is performed when it is larger than WENG and when the battery 43 has sufficient power.

  Specifically, similarly to the battery input / output zero mode described above, the first stator 22 generates power using the engine power WENG transmitted to the A2 rotor 23. In this case, unlike the battery input / output zero mode, as shown in FIG. 20, in addition to the generated power, the power charged in the battery 43 is supplied to the second stator 32. Therefore, the second driving equivalent torque TSE2 based on the sum of the electric power generated by the first stator 22 and the electric power supplied from the battery 43 is transmitted to the B2 rotor 33. Further, as in the battery input / output zero mode, the second driving equivalent torque TSE2, the engine torque TENG distributed to the A1 rotor 21 as a result of power generation, and the engine torque TENG transmitted to the B1 rotor 31 are B2 While being synthesized by the rotor 33, this synthesized torque is transmitted to the drive wheels DW and DW. As a result, if there is no transmission loss due to each gear, the power transmitted to the drive wheels DW and DW during the assist mode is the sum of the engine power WENG and the power (energy) supplied from the battery 43. Will be equal.

  Further, during the assist mode, the electric power generated by the first stator 22, the electric power supplied from the battery 43 to the second stator 32, and the first and second magnetic field rotational speeds VMF1, VMF2 are expressed by the above equation (1). And it controls so that the speed relationship shown in (7) is maintained. Furthermore, the electric power generated by the first stator 22 and the electric power supplied from the battery 43 are more specifically controlled as follows.

  FIG. 31 schematically shows an example of the relationship between the engine torque TENG and the required torque PMCMD obtained during the assist mode. The broken line with an arrow in the figure shows the state in the battery input / output zero mode before the assist mode, and the engine torque TENG, the required torque PMCMD, the first power generation equivalent torque TGE1, and the second drive equivalent torque Assume that TSE2 are balanced with each other in this state. From this state, as indicated by a solid line with an arrow in the figure, the required torque PMCMD increases, and accordingly, when shifting to the assist mode, the engine torque TENG with respect to the required torque PMCMD is short (hereinafter referred to as “insufficient torque TA”). The following control is performed.

  In this case, since the torque distribution / combination ratio in the first and second generator motors 20 and 30 is 1: 1 as described above, in order to maintain the speed relationship of the equations (1) and (7). The first generator motor 20 needs to supplement 1/3 of the insufficient torque TA, and the second generator motor 30 needs to supplement 2/3 of the insufficient torque TA. Further, since the first power generation equivalent torque TGE1 acts as a negative torque with respect to the engine torque TENG, the electric power generated by the first stator 22 is the first power generation equivalent torque TGE1 in the battery input / output zero mode. Control is performed so as to obtain a value (TGE1-TA / 3) obtained by subtracting 1/3 of the insufficient torque TA from the equivalent torque TGE1 for power generation. As a result, the power supplied from the first stator 22 to the second stator 32 decreases. Further, the electric power supplied from the battery 43 to the second stator 32 is controlled so as to have a value obtained by converting the insufficient torque TA and the vehicle speed VP into electric energy. As described above, the total electric power supplied from the first stator 22 and the battery 43 to the second stator 32 is such that the second driving equivalent torque TSE2 is less than the second driving equivalent torque TSE2 in the battery input / output zero mode by the insufficient torque TA. Control is performed to obtain a value obtained by adding 2/3 of the torque (TSE2 + TA × 2/3).

  Note that the above-described example is an example in which 1/3 of the insufficient torque TA to be supplemented with respect to the first power generation equivalent torque TGE1 in the battery input / output zero mode is small. In addition to the two stators 32, power is supplied from the battery 43 to the first stator 22.

  As described above, the driving in the assist mode is performed when the vehicle required power is larger than the engine power WENG that provides the best fuel efficiency. Further, during this assist mode, the engine power WENG is controlled so as to obtain the best fuel consumption, and the shortage of the engine power WENG relative to the vehicle required power is compensated by the supply of electric power from the battery 43.

On the other hand, when both of the following conditions (c) and (d) are satisfied while the vehicle is running, a part of the electric power generated by the first stator 22 using the engine power WENG as described above is stored in the battery. 43 is charged and the rest is supplied to the second stator 32. Hereinafter, this operation mode is referred to as “drive-time charging mode”.
(C) Requested torque PMCMD <second predetermined value PM2
(D) Remaining capacity SOC <upper limit SOCH
Here, the second predetermined value PM2 is calculated, for example, by searching a PM2 table (not shown) according to the vehicle speed VP. In this PM2 table, the second predetermined value PM2 is set to a value smaller than the torque value that provides the best fuel consumption with respect to the vehicle speed VP at that time. The upper limit value SOCH is set to a value that prevents the battery 43 from being overcharged. As described above, the driving in the driving charging mode is performed when the vehicle required power is smaller than the engine power WENG that provides the best fuel efficiency and when the remaining capacity SOC is relatively small.

  As shown in FIG. 21, during the driving charging mode, unlike the battery input / output zero mode described above, the electric power charged in the battery 43 is subtracted from the electric power generated by the first stator 22 in the second stator 32. The electric power having the magnitude is supplied, and the second driving equivalent torque TSE2 based on the electric power is transmitted to the B2 rotor 33. Similarly to the battery input / output zero mode, the second driving equivalent torque TSE2, the engine torque TENG distributed to the A1 rotor 21 as a result of power generation, and the engine torque TENG transmitted to the B1 rotor 31 are B2 While being synthesized by the rotor 33, this synthesized torque is transmitted to the drive wheels DW and DW. As a result, if there is no transmission loss due to each gear, the power transmitted to the drive wheels DW and DW is subtracted from the power (energy) charged in the battery 43 from the engine power WENG during the drive charging mode. It becomes the size.

  Further, during the driving charging mode, the electric power generated by the first stator 22, the electric power charged in the battery 43, and the first and second magnetic field rotational speeds VMF1, VMF2 are expressed by the equations (1) and (7). It is controlled so that the speed relationship shown in FIG. Furthermore, the electric power generated by the first stator 22 and the electric power charged in the battery 43 are more specifically controlled as follows.

  FIG. 32 schematically shows an example of the relationship between the engine torque TENG and the required torque PMCMD obtained during the driving charging mode. A broken line with an arrow in the figure shows a state in the battery input / output zero mode before the driving charging mode, and the engine torque TENG, the required torque PMCMD, the first power generation equivalent torque TGE1, and the second driving It is assumed that the equivalent torque TSE2 is balanced with each other in this state. From this state, as indicated by a solid line with an arrow in the figure, the required torque PMCMD decreases, and accordingly, when shifting to the driving charging mode, the engine torque TENG exceeds the required torque PMCMD (hereinafter, referred to as the following). The surplus of the engine torque TENG relative to the required torque PMCMD is referred to as “surplus torque TG”).

  In this case, since the torque distribution / combination ratio in the first and second generator motors 20 and 30 is 1: 1 as described above, in order to maintain the speed relationship of the equations (1) and (7). The first generator motor 20 can reduce the torque of 2/3 of the surplus torque TG, and the second generator motor 30 can reduce the torque of 1/3 of the surplus torque TG. is necessary. In this case, since the first power generation equivalent torque TGE1 acts as a negative torque with respect to the engine torque TENG, the first power generation equivalent torque TGE1 is generated in the battery input / output zero mode. Control is performed to obtain a value (TGE1 + TG × 2/3) obtained by adding 2/3 of the excess torque TG to the first power generation equivalent torque TGE1. Further, the electric power charged in the battery 43 is controlled so as to have a value obtained by converting the surplus torque TG and the engine speed NE into electric energy. Thus, the electric power supplied from the first stator 22 to the second stator 32 is such that the second driving equivalent torque TSE2 is 1/3 of the surplus torque TG from the second driving equivalent torque TSE2 in the battery input / output zero mode. The torque is subtracted (TSE2−TG / 3).

  As described above, the driving in the driving charging mode is performed when the required vehicle power is smaller than the engine power WENG that provides the best fuel efficiency. In addition, during the driving charging mode, the engine power WENG is controlled so as to obtain the best fuel consumption, and the battery 43 is charged with the surplus of the engine power WENG relative to the vehicle required power as electric power.

  FIG. 22 shows a case where the engine torque TENG is constant and the first and second magnetic field rotational speeds VMF1, VMF2 are equal to each other in the battery input / output zero mode, the assist mode, and the driving charging mode described above. The torque transmitted to the drive wheels DW and DW (hereinafter referred to as “foot shaft drive torque TDRDW”) and the like are expressed as a ratio to the engine torque TENG. Further, P1 in FIG. 22 represents each torque in the battery input / output zero mode. It should be noted that the figure does not reflect changes in torque due to gear shifts, and this also applies to the following description.

  In FIG. 22, TSE is a torque equivalent to the supplied power and the second magnetic field rotational speed VMF2 when all the power generated by the first stator 22 is supplied to the second stator 32 using the engine power WENG. (Hereinafter referred to as “supplied power equivalent torque”). That is, the supplied power equivalent torque TSE is equal to the first power generation equivalent torque TGE1.

  As described above, basically, in any operation mode, the combined torque obtained by combining the second driving equivalent torque TSE2, the B1 rotor transmission torque TRB1, and the A1 rotor transmission torque TRA1 Therefore, the foot shaft drive torque TDRDW is equal to the sum of these torques TSE2, TRB1, and TRA1. Further, since the torque synthesis ratio between the second driving equivalent torque TSE2 and the B1 rotor transmission torque TRB1 is 1: 1, both TSE2 and TRB1 are equal to each other. Furthermore, since the A2 rotor 23 and the B1 rotor 31 are connected to the engine 3, the sum of the A2 rotor transmission torque TRA2 and the B1 rotor transmission torque TRB1 is equal to the engine torque TENG, and the TRA1 value increases as the TRA2 value increases. Conversely, the larger the TRB1 value, the smaller the TRA2 value.

  Further, as described above, when the first and second magnetic field rotational speeds VMF1, VMF2 are equal to each other during the battery input / output zero mode, the engine torque TENG is divided into three equal parts, and the first to third transmission paths. As shown in P1 of FIG. 22, the A1 rotor transmission torque TRA1, the first power generation equivalent torque TGE1, and the B1 rotor transmission torque TRB1 are equal to each other. Further, in this case, since all the electric power generated by the first stator 22 is supplied to the second stator 32, the second driving equivalent torque TSE2 is equal to the supplied electric power equivalent torque TSE and the first electric power generation equivalent torque TGE1.

  In FIG. 22, TOB represents the electric power supplied from the battery 43 to the second stator 32 and the torque equivalent to the second magnetic field rotational speed VMF2 (hereinafter referred to as “battery output equivalent torque”) during the assist mode. . As described above, during the assist mode, the power from the battery 43 is supplied to the second stator 32 in addition to the power generated by the first stator 22, so that the second drive 32 is used for the second drive as shown in FIG. The equivalent torque TSE2 is equal to the sum of the supplied power equivalent torque TSE and the battery output equivalent torque TOB, and increases as the battery output equivalent torque TOB increases. Furthermore, the larger the battery output equivalent torque TOB, the larger the foot shaft driving torque TDRDW.

  Further, since the torque synthesis ratio of the second driving equivalent torque TSE2 and the B1 rotor transmission torque TRB1 is 1: 1, the larger the second driving equivalent torque TSE2, the larger the B1 rotor transmission torque TRB1. Further, as described above, the larger the B1 rotor transmission torque TRB1, the smaller the A2 rotor transmission torque TRA2, and therefore the first power generation equivalent torque TGE1 distributed from the A2 rotor transmission torque TRA2. From the above, the larger the second drive equivalent torque TSE2 and the larger the battery output equivalent torque TOB, the smaller the first power generation equivalent torque TGE1 and the ratio of the supplied power equivalent torque TSE to the second drive equivalent torque TSE2 Becomes smaller. That is, as the electric power supplied from the battery 43 is larger, the engine power WENG transmitted to the drive wheels DW and DW by the electric path described above becomes smaller, and the engine transmitted to the drive wheels DW and DW by the magnetic path described above. The power WENG becomes larger.

  In the case where the electric power supplied from the battery 43 to the second stator 32 is controlled so that the battery output equivalent torque TOB is equal to the engine torque TENG without generating power in the first stator 22, the engine power WENG can be transmitted to the drive wheels DW and DW only by the magnetic path without being transmitted by the electric path. In this case, as indicated by P2 in FIG. 22, the A2 rotor transmission torque TRA2, the A1 rotor transmission torque TRA1, the first power generation equivalent torque TGE1, and the supply power equivalent torque TSE all have a value of zero. Further, the B1 rotor transmission torque TRB1 is equal to the engine torque TENG, and the foot shaft driving torque TDRDW is equal to the sum of the engine torque TENG and the second driving equivalent torque TSE2, that is, the battery output equivalent torque TOB.

  In FIG. 22, TCB represents the electric power charged in the battery 43 and the torque equivalent to the first magnetic field rotational speed VMF1 (hereinafter referred to as “equivalent torque for charging”) during the driving charging mode. As described above, during the driving charging mode, a part of the power generated by the first stator 22 is charged to the battery 43 and the remainder of the generated power is supplied to the second stator 32. As shown in FIG. 22, the charging equivalent torque TCB is equal to the difference between the supplied power equivalent torque TSE and the second driving equivalent torque TSE2. Furthermore, as the first power generation equivalent torque TGE1 is larger and the A2 rotor transmission torque TRA2 is larger, both the B1 rotor transmission torque TRB1 and the second driving equivalent torque TSE2 are smaller. As described above, the larger the first power generation equivalent torque TGE1 is, the smaller the second driving equivalent torque TSE2 is, and thus the charging equivalent torque TCB is larger. Furthermore, the larger the equivalent charging torque TCB, the smaller the foot shaft driving torque TDRDW.

  P3 in FIG. 22 controls the electric power generated by the first stator 22 so that the first power generation equivalent torque TGE1 becomes 1/2 of the engine torque TENG, and all the generated electric power is supplied to the battery 43. Each torque when charging is shown. In this case, as indicated by P3, the A2 rotor transmission torque TRA2 is equal to the engine torque TENG, and the B1 rotor transmission torque TRB1 and the second drive equivalent torque TSE2 both have a value of 0. Further, both the foot shaft driving torque TDRDW and the charging equivalent torque TCB are ½ the engine torque TENG. Thus, in this case, since the second driving equivalent torque TSE2 has a value of 0, the engine power WENG can be transmitted to the drive wheels DW and DW only by the magnetic path without being transmitted by the electric path. it can.

  Next, control during vehicle deceleration will be described. When the ratio of the foot shaft input torque transmitted to the engine 3 to the torque of the drive wheels DW and DW (hereinafter referred to as “foot shaft input torque”) is small during traveling at a reduced speed, a part of the power of the drive wheels DW and DW is reduced. The first and second stators 22 and 32 are used to generate power, and the generated power is charged in the battery 43. Specifically, this power generation is performed by the first stator 22 using power transmitted to the A2 rotor 23 as described later, and is transmitted to the B2 rotor 33 by the second stator 32 as described later. This is done using power.

  FIG. 23 shows a state of transmission of torque during the above-described deceleration traveling. As shown in the figure, the B2 rotor 33 is transmitted with a combined torque obtained by synthesizing all of the foot shaft input torque and the torque distributed to the A1 rotor 21 as will be described later. As described using the equation (12), in the second generator motor 30, the B2 rotor transmission torque TRB2 is applied to the second stator 32 and the B1 rotor 31 during power generation using the power input to the B2 rotor 33. The torque is distributed at a torque distribution ratio of 1: 1 and is transmitted as the second power generation equivalent torque TGE2 and the B1 rotor transmission torque TRB1, respectively. Therefore, the combined torque transmitted to the B2 rotor 33 with power generation is distributed to the second stator 32 and the B1 rotor 31 at a torque distribution ratio of 1: 1.

  Further, a part of the torque distributed to the B1 rotor 31 is transmitted to the engine 3, and the rest is transferred to the A2 rotor 23 along with the power generation in the first stator 22 as in the case of the battery input / output zero mode described above. After being transmitted, the torque is distributed to the first stator 22 and the A1 rotor 21 at a torque distribution ratio of 1: 1. Further, the torque distributed to the A1 rotor 21 is transmitted to the B2 rotor 33. As a result, if there is no transmission loss due to each gear, the sum of the power transmitted to the engine 3 and the electric power (energy) charged to the battery 43 during the decelerating traveling is calculated by the driving wheels DW and DW. It becomes equal to power.

  Further, the start of the engine 3, the creep operation, and the start of the vehicle may be performed as follows instead of the method described above. First, the start of the engine 3 will be described. The start of the engine 3 is performed while the vehicle is stopped, unlike the start of the engine 3 while the vehicle is traveling. Hereinafter, such starting of the engine 3 is referred to as “stopped ENG start”. Specifically, power is supplied from the battery 43 to the first stator 22, and the first and second rotating magnetic fields generated in the first stator 22 are caused to rotate forward, and the B1 rotor 31 will be described later. Electric power is generated by the second stator 32 using the transmitted power, and the generated electric power is supplied to the first stator 22.

  FIG. 24 shows the state of torque transmission at the time of ENG start while the vehicle is stopped, and FIG. 25 shows the speed diagram at the time of ENG start when the vehicle is stopped. As shown in FIG. 24, when ENG is started while the vehicle is stopped, torque is transmitted from the first stator 22 to the A2 rotor 23 so as to rotate it forward as electric power is supplied to the first stator 22. At the same time, as indicated by an arrow D, torque acting to reverse the rotation is transmitted to the A1 rotor 21. Further, part of the torque transmitted to the A2 rotor 23 is transmitted to the crankshaft 3a, whereby the crankshaft 3a rotates normally.

  Further, when ENG is started while the vehicle is stopped, the remainder of the torque transmitted to the A2 rotor 23 is transmitted to the B1 rotor 31 and then the second stator 32 causes the second stator 32 to generate the second power generation equivalent. It is transmitted as torque TGE2. Further, as shown by a thick solid line in FIG. 25, the first and second rotating magnetic fields generated by the power generation in the second stator 32 are reversed. For this reason, as shown by an arrow E in FIG. 24, with this power generation, torque corresponding to the amount of generated power is transmitted from the second stator 32 to the B2 rotor 33, and this torque causes the B2 rotor 33 to be Acts like turning. Further, the torque transmitted to the B1 rotor 31 is further transmitted to the B2 rotor 33 (illustrated by an arrow F) so as to balance this torque, and these torques are combined at a torque synthesis ratio of 1: 1.

  In this case, the electric power supplied to the first stator 22 and the second stator so that the torque that reversely rotates the A1 rotor 21 indicated by the arrow D and the torque that normally rotates the B2 rotor 33 indicated by arrows E and F are balanced. By controlling the electric power generated at 32, the A1 rotor 21, the B2 rotor 33 and the drive wheels DW and DW connected to each other are held stationary. As a result, as shown in FIG. 25, the rotor rotational speeds VRA1 and VRB2 of A1 and B2 become the value 0, and the vehicle speed VP also becomes the value 0.

  In this case, the electric power supplied to the first stator 22, the electric power generated by the second stator 32, and the first and second magnetic field rotational speeds VMF1 and VMF2 are expressed by the equations (1) and (7). Control is performed so that the speed relationship is maintained and the rotor rotational speeds VRA2 and VRB1 of A2 and B1 are relatively small values (see FIG. 25). As described above, the engine speed NE is controlled to a relatively small value suitable for starting the engine 3 while maintaining the vehicle speed VP at the value 0 at the time of ENG start while the vehicle is stopped. In this state, the engine 3 is started by controlling the ignition operation of the fuel injection valve and the spark plug of the engine 3.

  The control during the creep operation is performed as follows following the above-described ENG start while the vehicle is stopped. Hereinafter, this creep operation is referred to as “ENG creep operation”. That is, power is generated by the first stator 22 using the engine power WENG transmitted to the A2 rotor 23, and power is generated by the second stator 32 using the engine power WENG transmitted to the B1 rotor 31. In addition, the battery 43 is charged with the electric power generated by the first and second stators 22 and 32 in this way.

  FIG. 26 shows the state of torque transmission during the above-mentioned ENG creep operation, and FIG. 27 shows the velocity diagram during this ENG creep operation. As shown in FIG. 26, during this ENG creep operation, as in the battery input / output zero mode described above, a part of the engine torque TENG is applied to the A2 rotor 23 along with the power generation in the first stator 22 described above. Is transmitted, and the engine torque TENG transmitted to the A2 rotor 23 is distributed to the first stator 22 and the A1 rotor 21 at a torque distribution ratio of 1: 1. In addition, as shown in FIG. 27, the first and second rotating magnetic fields generated by the power generation in the second stator 32 are reversed. Therefore, as shown in FIG. 26, with this power generation, the forward rotation torque corresponding to the amount of generated power is transmitted from the second stator 32 to the B2 rotor 33 as in the case of the above-described stopped ENG start. The Further, the engine torque TENG transmitted to the B1 rotor 31 is further transmitted to the B2 rotor 33 so as to balance the forward rotation torque, and these torques are synthesized at a torque synthesis ratio of 1: 1. Further, the engine torque TENG distributed to the A1 rotor 21 as described above is transmitted to the B2 rotor 33.

  As described above, during the ENG creep operation, the engine torque TENG distributed to the A1 rotor 21, the torque corresponding to the amount of power generated by the second stator 32, and the B1 rotor 31 are transmitted to the B2 rotor 33. A combined torque obtained by combining the engine torque TENG is transmitted. The combined torque is transmitted to the drive wheels DW and DW to cause the drive wheels DW and DW to rotate forward. Furthermore, the electric power generated in the first and second stators 22 and 32, and the first and second magnetic field rotational speeds VMF1 and VMF2, the rotor rotational speeds VRA1 and VRB2 of A1 and B2, that is, the vehicle speed VP are very small. Thus, the ENG creep operation is performed.

  During the ENG creep operation, as described above, the engine torque TENG distributed to the A1 rotor 21 as a result of power generation by the first stator 22 and the B1 rotor 31 as a result of power generation by the second stator 32. The engine torque TENG transmitted to the B2 rotor 33 via is transmitted to the drive wheels DW and DW. That is, since a part of the engine torque TENG is transmitted to the drive wheels DW and DW, it is possible to prevent a large reaction force from acting on the engine 3 from the drive wheels DW and DW, and therefore, ENG creep without causing engine stall. You can drive. The ENG creep operation using the engine power WENG described above is performed mainly when the remaining capacity SOC is small or when climbing.

  Control at the time of start of the vehicle is performed as follows following the control during the ENG creep operation. Hereinafter, the start of the vehicle is referred to as “ENG start”. That is, the second magnetic field rotation speed VMF2 of the first and second rotating magnetic fields of the second stator 32 that has been reversed during the ENG creep operation is controlled to be 0, and the first stator that has been normally rotated The first magnetic field rotational speed VMF1 of the first and second rotating magnetic fields 22 is increased, and the engine power WENG is increased. Then, after the second magnetic field rotational speed VMF2 reaches the value 0, the operation in the battery input / output zero mode described above is performed. As described above, as shown by the thick solid line in FIG. 28, the rotor rotational speeds VRA1 and VRB2 of A1 and B2, that is, the vehicle speed VP, rise from the ENG creep operation state indicated by the broken line in the figure, and the vehicle starts.

  As described above, according to the present embodiment, during the battery input / output zero mode, 2/3 or more of the engine power WENG, that is, most of the power can be transmitted to the drive wheels DW and DW by a magnetic path with high transmission efficiency. At the same time, the engine power WENG transmitted to the drive wheels DW and DW by the electric path can be suppressed to 1/3 or less which is smaller than that of the conventional power unit. Therefore, the driving efficiency of the power unit 1 can be increased. In addition, since the A2 rotor 23 and the B2 rotor 33 are made of a soft magnetic material, they are magnetized during the operation of the first and second generator motors 20 and 30, so the first and second generator motors 20 and 30 function as a synchronous machine. Thereby, compared with the conventional case which functions as an induction machine, the efficiency of the 1st and 2nd generator motors 20 and 30 can be raised, Therefore, the drive efficiency of the power plant 1 can further be raised.

  Further, during the battery input / output zero mode, by controlling the first and second magnetic field rotational speeds VMF1, VMF2, the engine power WENG is steplessly shifted and transmitted to the drive wheels DW, DW. In this case, the first and second magnetic field rotational speeds VMF1 and VMF2 are controlled so that the engine speed NE becomes the target speed NECMD set so as to obtain the best fuel efficiency. The drive wheels DW and DW can be driven while controlling the engine power WENG as obtained. Therefore, the driving efficiency of the power unit 1 can be further increased.

  Further, the driving in the driving charging mode is performed when the vehicle required power is small with respect to the engine power WENG for obtaining the best fuel efficiency, and the engine power WENG is controlled so as to obtain the best fuel consumption during the driving charging mode. At the same time, the surplus of the engine power WENG relative to the vehicle required power is charged to the battery 43 as electric power. In addition, the driving in the assist mode is performed when the vehicle required power is larger than the engine power WENG for obtaining the best fuel consumption. During the assist mode, the engine power WENG is controlled so as to obtain the best fuel consumption. The shortage of the engine power WENG relative to the required power is compensated by the supply of electric power from the battery 43. Therefore, the driving efficiency of the power unit 1 can be further increased.

  Next, power devices 1A, 1B, 1C, and 1D according to second to fifth embodiments of the present invention will be described with reference to FIGS. Each of these power units 1A to 1D is mainly different from the first embodiment in that the transmissions 60, 70, 80, and 90 are further provided, and in any of the second to fifth embodiments. The connection relationship among the engine 3, the first and second generator motors 20 and 30, and the drive wheels DW and DW is the same as that in the first embodiment. That is, the A2 and B1 rotors 23 and 31 are mechanically connected to the crankshaft 3a of the engine 3, and the A1 and B2 rotors 21 and 33 are mechanically connected to the drive wheels DW and DW. 33 to 36, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, the differences from the first embodiment will be mainly described in order from the second embodiment.

  As shown in FIG. 33, in the power unit 1A, the transmission 60 is provided in place of the gear 7b and the first gear 8b that mesh with each other. The transmission 60 is a belt-type continuously variable transmission, and is provided on the input shaft connected to the second main shaft 7, the output shaft connected to the idler shaft 8, the input shaft, and the output shaft, respectively. Pulleys and metal belts (none of which are shown) wound around these pulleys. The transmission 60 changes the effective diameters of these pulleys, and outputs the power input to the input shaft to the output shaft in a shifted state. Further, the gear ratio of the transmission 60 (the rotational speed of the input shaft / the rotational speed of the output shaft) is controlled by the ECU 2.

  As described above, the transmission 60 is provided between the A1 and B2 rotors 21 and 33 and the drive wheels DW and DW, and the power transmitted to the A1 and B2 rotors 21 and 33 is transmitted to the transmission. The speed is changed by 60 and transmitted to the drive wheels DW and DW.

  In the power unit 1A having the above-described configuration, when extremely large torque is transmitted from the A1 and B2 rotors 21 and 33 to the drive wheels DW and DW, such as when the EV starts or the ENG starts, the transmission 60 The gear ratio is controlled to a predetermined value on the deceleration side that is larger than 1.0. Thus, the torque transmitted to the A1 and B2 rotors 21 and 33 is increased in the transmission 60 and then transmitted to the drive wheels DW and DW. Accordingly, the power generated by the first generator motor 20 and the power supplied to the second generator motor 30 (power generated) so that the torque transmitted to the A1 and B2 rotors 21 and 33 is reduced. Is controlled. Therefore, according to the present embodiment, the maximum value of torque required for the first and second generator motors 20 and 30 can be reduced, and the first and second generator motors 20 and 30 can be reduced in size and Cost can be reduced.

  Further, when the rotor rotational speeds VRA1 and VRB2 of A1 and B2 are extremely high, such as during high vehicle speed operation where the vehicle speed VP is extremely high, the transmission gear ratio of the transmission 60 is a predetermined value on the acceleration side smaller than the value 1.0. Controlled by value. Thereby, since the rotor rotational speeds VRA1 and VRB2 of A1 and B2 can be reduced with respect to the vehicle speed VP, the first and second generator motors 20 due to the both rotor rotational speeds VRA1 and VRB2 becoming too high. 30 failures can be prevented. As described above, the A1 rotor 21 is made of a magnet, and the magnet is particularly effective because it has a lower strength than the soft magnetic material and easily causes the above-described problems.

  Further, during EV traveling or during traveling of the vehicle including the battery input / output zero mode described above, the first and second magnetic field rotational speeds VMF1 and VMF2 have predetermined first and second speed ratios, respectively. It is controlled to become the target value. These first and second target values are calculated by searching the map according to the vehicle speed VP when only the first and second generator motors 20 and 30 are used as the power source. When the second generator motor 20 or 30 is used as a power source, it is calculated by searching a map different from the above according to the engine speed NE and the vehicle speed VP. In these maps, the first and second target values are high in efficiency of the first and second generator motors 20 and 30 with respect to the vehicle speed VP (and the engine speed NE) at that time. It is set to such a value. Further, in parallel with the control of the transmission device 60, the first and second magnetic field rotational speeds VMF1, VMF2 are controlled to the first and second target values, respectively. As described above, according to the present embodiment, high efficiency of the first and second generator motors 20 and 30 can be obtained while the vehicle is traveling.

  Further, as described with reference to FIG. 19, the engine power WENG can be steplessly shifted by the first and second generator motors 20 and 30 and transmitted to the drive wheels DW and DW. The frequency of the shifting operation can be reduced. Therefore, heat loss due to this speed change operation can be suppressed, and thereby high driving efficiency of the power unit 1A can be ensured. In addition, according to this embodiment, the effect of 1st Embodiment can be acquired similarly.

  In the present embodiment, the transmission 60 is a belt-type continuously variable transmission. However, it goes without saying that the transmission 60 may be a toroidal continuously variable transmission or a gear-type continuously variable transmission.

  In the power unit 1B of the third embodiment shown in FIG. 34, the transmission 70 is a gear-type stepped transmission, and a plurality of gears having different gear ratios from the input shaft 70a and the output shaft (not shown). And a clutch (not shown) for connecting / disconnecting the plurality of gear trains and the input shaft 70a and the output shaft for each gear train. The transmission 70 outputs the power input to the input shaft 70a to the output shaft in a state where the power is shifted by one of the plurality of gear trains. Further, in the transmission 70, the plurality of gear trains allow the forward first speed (speed ratio = number of rotations of the input shaft 70a / number of rotations of the output shaft> 1.0) and second speed (speed ratio = 1.0) and 3rd speed (gear ratio <1.0) and a single reverse gear, a total of four gears are set, and the change is controlled by the ECU 2.

  In the power unit 1B, unlike the first embodiment, the second main shaft 7 is not provided with the gear 7b, and the rotors 21 and 33 of A1 and B2 are connected to the drive wheels DW and DW as follows. Has been. That is, the A1 rotor 21 is directly connected to the input shaft 70a of the transmission 70, and the output shaft of the transmission 70 is directly connected to the connecting shaft 6 described above. The connecting shaft 6 is integrally provided with a gear 6b, and the gear 6b meshes with the first gear 8b described above.

  As described above, the A1 rotor 21 is connected to the drive wheels DW and DW via the transmission 70, the gear 6b, the first gear 8b, the idler shaft 8, the second gear 8c, the gear 9a, the differential gear mechanism 9, and the like. Are mechanically connected to each other. Further, the power transmitted to the A1 rotor 21 is shifted by the transmission 70 and transmitted to the drive wheels DW and DW. Further, the B2 rotor 33 is mechanically connected to the drive wheels DW and DW via the connecting shaft 6, the gear 6b, the first gear 8b, and the like, without passing through the transmission 70.

  In the power unit 1B having the above-described configuration, when an extremely large torque is transmitted from the A1 rotor 21 to the drive wheels DW and DW, such as when ENG starts, the gear position of the transmission 70 is set to the first speed (speed ratio> 1.0). Thus, the torque transmitted to the A1 rotor 21 is increased in the transmission 70 and then transmitted to the drive wheels DW and DW. Accordingly, the electric power generated by the first generator motor 20 is controlled so that the torque transmitted to the A1 rotor 21 is reduced. Thereby, according to this embodiment, the maximum value of the torque requested | required of the 1st generator motor 20 can be made small, and size reduction of the 1st generator motor 20 and cost reduction can be achieved.

  Further, when the A1 rotor rotational speed VRA1 becomes extremely high, such as during a high vehicle speed operation at which the vehicle speed VP is extremely high, the gear position of the transmission 70 is controlled to the third speed (speed ratio <1.0). Thereby, according to this embodiment, since A1 rotor rotational speed VRA1 can be reduced with respect to vehicle speed VP, failure of first generator motor 20 due to excessively high A1 rotor rotational speed VRA1 is prevented. be able to. The A1 rotor 21 is composed of a magnet, and the magnet is particularly effective because it has a lower strength than a soft magnetic material and easily causes the above-described problems.

  Furthermore, during EV traveling or during vehicle traveling including the battery input / output zero mode, the gear position of the transmission 70 is controlled so that the first magnetic field rotational speed VMF1 becomes a predetermined target value. This target value is calculated by searching a map in accordance with the vehicle speed VP when only the first and second generator motors 20 and 30 are used as a power source, and the engine 3, the first and second generator motors 20. , 30 as a power source, it is calculated by searching a map different from the above according to the engine speed NE and the vehicle speed VP. Further, in these maps, the target value is set to a value such that high efficiency of the first generator motor 20 can be obtained with respect to the vehicle speed VP (and the engine speed NE) at that time. Further, in parallel with the control of the transmission 70, the first magnetic field rotational speed VMF1 is controlled to the target value. Thereby, according to this embodiment, the high efficiency of the 1st generator motor 20 can be acquired during driving | running | working of a vehicle.

  Further, during traveling of the vehicle using the engine 3 as a power source, such as in the battery input / output zero mode, a gear train during the speed change operation of the transmission 70, that is, the input shaft 70a and the output shaft of the transmission 70 are before the speed change. After being shut off, the first and second generator motors 20 and 30 are controlled as follows until they are connected to the gear train of the speed change destination. That is, during the speed change operation of the transmission 70, the A1 rotor 21 and the drive wheels DW and DW are blocked by the gear train in the transmission 70, and the input shaft 70a and the output shaft are blocked. Since the loads of the drive wheels DW and DW do not act on the rotor 21, the first generator motor 20 does not generate power and the power of the battery 43 is supplied to the second stator 32. Thus, according to the present embodiment, during the speed change operation of the transmission 70, the second driving equivalent torque TSE2 from the second stator 32 and a part of the engine torque TENG transmitted to the B1 rotor 31 are combined, Since the transmission torque is transmitted to the drive wheels DW and DW via the B2 rotor 33, it is possible to suppress a shift shock caused by the engine torque TENG not being transmitted to the drive wheels DW and DW via the transmission 70. Can be increased. In addition, according to this embodiment, the effect of 1st Embodiment can be acquired similarly.

  In the power unit 1C of the fourth embodiment shown in FIG. 35, unlike the first embodiment, the gear 7b is not provided on the second main shaft 7, and the first gear 8b described above is provided integrally with the connecting shaft 6. Meshed with the gear 6b. As a result, the A1 rotor 21 does not pass through the transmission 80 via the connecting shaft 6, the gear 6b, the first gear 8b, the idler shaft 8, the second gear 8c, the gear 9a, the differential gear mechanism 9, and the like. In addition, it is connected to the drive wheels DW and DW.

  Further, the transmission 80 is a gear-type stepped transmission having the first to third gears, which is configured similarly to the transmission 70 of the third embodiment, and is directly connected to the B2 rotor 33. The input shaft 80a and the output shaft (not shown) directly connected to the connecting shaft 6 are shifted, and the power input to the input shaft 80a is shifted and output to the output shaft. Further, the change of the gear position of the transmission 80 is controlled by the ECU 2.

  With the above configuration, the B2 rotor 33 is mechanically coupled to the drive wheels DW and DW via the transmission 80, the gear 6b, the second gear 8c, and the like. Further, the power transmitted to the B2 rotor 33 is shifted by the transmission 80 and transmitted to the drive wheels DW and DW.

  In the power unit 1C configured as described above, when an extremely large torque is transmitted from the B2 rotor 33 to the drive wheels DW and DW, such as when starting EV or starting ENG, the gear position of the transmission 80 is set to the first speed. (Gear ratio> 1.0). Thereby, the torque transmitted to the B2 rotor 33 is increased in the transmission 80 and then transmitted to the drive wheels DW and DW. Accordingly, the electric power supplied to the second generator motor 30 is controlled so that the torque transmitted to the B2 rotor 33 is reduced. Thereby, according to this embodiment, the maximum value of the torque requested | required of the 2nd generator motor 30 can be made small, and size reduction of the 2nd generator motor 30 and cost reduction can be aimed at. As described above, at the time of ENG start, the torque from the second stator 32 and a part of the engine torque TENG transmitted to the B1 rotor 31 are combined and transmitted to the drive wheels DW and DW via the B2 rotor 33. For this reason, a larger torque than that of the A1 rotor 21 acts on the B2 rotor 33, which is particularly effective.

  Further, when the B2 rotor rotational speed VRB2 is extremely high, such as during high vehicle speed operation where the vehicle speed VP is extremely high, the gear position of the transmission 80 is controlled to the third speed (speed ratio <1.0). Thereby, according to this embodiment, since B2 rotor rotational speed VRB2 can be reduced with respect to vehicle speed VP, failure of second generator motor 30 due to excessively high B2 rotor rotational speed VRB2 is prevented. be able to.

  Further, during EV traveling or during vehicle traveling including the battery input / output zero mode, the gear position of the transmission 80 is controlled so that the second magnetic field rotational speed VMF2 becomes a predetermined target value. This target value is calculated by searching a map in accordance with the vehicle speed VP when only the first and second generator motors 20 and 30 are used as a power source, and the engine 3, the first and second generator motors 20. , 30 as a power source, it is calculated by searching a map different from the above according to the engine speed NE and the vehicle speed VP. Further, in these maps, the target value is set to a value that can obtain high efficiency of the second generator motor 30 with respect to the vehicle speed VP (and the engine speed NE) at that time. Further, in parallel with the control of the transmission 80, the second magnetic field rotational speed VMF2 is controlled to the target value. Thereby, according to this embodiment, the high efficiency of the 2nd generator motor 30 can be acquired during driving | running | working of a vehicle.

  Further, when the vehicle using the engine 3 as a power source is traveling as in the battery input / output zero mode or the like, the speed change operation of the transmission 80 is being performed (after the input shaft 80a and the output shaft are disconnected from the gear train before the shift). Torque transmission described with reference to FIG. 18 when the transmission device 80 is disconnected from the B2 rotor 33 and the drive wheels DW and DW. As is clear from the situation and the like, part of the engine torque TENG is transmitted to the drive wheels DW and DW via the A1 rotor 21. Thus, according to the present embodiment, it is possible to suppress a shift shock caused by the engine torque TENG not being transmitted to the drive wheels DW and DW via the transmission 80 during the shift operation of the transmission 80. Can increase the sex. In addition, according to this embodiment, the effect of 1st Embodiment can be acquired similarly.

  In the power plant 1D according to the fifth embodiment shown in FIG. 36, the transmission 90 is a gear-type stepped transmission configured by a planetary gear device or the like, and has an input shaft 90a and an output shaft (not shown). As a shift stage, there are a total of two shifts consisting of a first speed (speed ratio = rotational speed of input shaft 90a / rotational speed of output shaft = 1.0) and second speed (speed ratio <1.0). A stage is set. These shift speeds are changed by the ECU 2. An input shaft 90a of the transmission 90 is directly connected to the flywheel 5, and an output shaft (not shown) is directly connected to the first main shaft 4 described above. Thus, the transmission 90 is provided between the crankshaft 3a and the A2 and B1 rotors 23 and 31, and shifts the engine power WENG and transmits it to the A2 rotor 23 and the B1 rotor 31. Further, the number of teeth of the gear 9a of the differential gear mechanism 9 described above is larger than the number of teeth of the second gear 8c of the idler shaft 8, thereby reducing the power transmitted to the idler shaft 8. In the state, it is transmitted to the drive wheels DW and DW.

  In the power unit 1D having the above-described configuration, when an extremely large torque is transmitted from the A1 and B2 rotors 21 and 33 to the drive wheels DW and DW, such as when ENG starts, the gear stage of the transmission 90 is set to the second speed. (Gear ratio <1.0). As a result, the engine torque TENG input to the A2 and B1 rotors 23 and 31 is reduced. Accordingly, the electric power generated by the first generator-motor 20 and the electric power supplied to the second generator-motor 30 (generated) so that the engine torque TENG transmitted to the A1 and B2 rotors 21, 33 is reduced. Power) is controlled. Further, the engine torque TENG transmitted to the A1 and B2 rotors 21 and 33 is transmitted to the drive wheels DW and DW while being increased by the deceleration by the second gear 8c and the gear 9a. As described above, according to the present embodiment, the maximum value of torque required for the first and second generator motors 20 and 30 can be reduced, and the first and second generator motors 20 and 30 can be downsized. In addition, the cost can be reduced.

  When the engine speed NE is extremely high, the gear position of the transmission 90 is controlled to the first speed (speed ratio = 1.0). Thereby, according to the present embodiment, the rotor rotational speeds VRA2 and VRB1 of A2 and B1 can be reduced as compared with the case where the shift speed is the second speed, so the rotor rotational speed VRA2 of A2 and B1 A failure of the first and second generator motors 20 and 30 due to the VRB1 becoming too high can be prevented. Since the B1 rotor 31 is composed of a magnet, the above-described problems are likely to occur, which is particularly effective.

  Further, during traveling of the vehicle using the engine 3 as a power source, such as in the battery input / output zero mode, the gear stage of the transmission 90 changes the first and second magnetic field rotations according to the engine speed NE and the vehicle speed VP. The speeds VMF1 and VMF2 are changed to values that can obtain high efficiencies of the first and second generator motors 20 and 30, respectively. In parallel with the change of the gear position of the transmission 90, the first and second magnetic field rotational speeds VMF1 and VMF2 are the engine speed NE, the vehicle speed VP, the gear speed of the transmission 90, It is controlled to a value determined by the equations (1) and (7). Thereby, according to this embodiment, the high efficiency of the 1st and 2nd generator motors 20 and 30 can be acquired during driving | running | working of a vehicle.

  Further, during traveling of the vehicle using the engine 3 as a power source, such as in the battery input / output zero mode, the transmission 90 is performing a shifting operation, that is, the transmission 90 is used by the engine 3 and the rotors 23 and 31 of the A2 and B1 When the interval is interrupted, the first and second generator motors 20 and 30 are controlled as follows to suppress the shift shock. Hereinafter, such control of the first and second generator motors 20 and 30 is referred to as “shift shock control”.

  That is, electric power is supplied to the first and second stators 22 and 32, and the first and second rotating magnetic fields generated in the first and second stators 22 and 32 are both forwardly rotated. Thereby, the first driving equivalent torque TSE1 from the first stator 22 and the torque transmitted to the A1 rotor 21 as described later are combined, and this combined torque is transmitted to the A2 rotor 23. The torque transmitted to the A2 rotor 23 is not transmitted to the crankshaft 3a due to the interruption by the transmission 90 described above, but is transmitted to the B1 rotor 31, and further the second driving equivalent torque TSE2 from the second stator 32. And then transmitted to the B2 rotor 33. A part of the torque transmitted to the B2 rotor 33 is transmitted to the A1 rotor 21 and the rest is transmitted to the drive wheels DW and DW.

  Therefore, according to the present embodiment, it is possible to suppress a shift shock due to the engine torque TENG not being transmitted to the drive wheels DW and DW during the shift operation, and it is possible to improve the merchantability. This shift shock control is performed only during the shift operation of the transmission 90. In addition, according to this embodiment, the effect of 1st Embodiment can be acquired similarly.

  In the third to fifth embodiments, the transmissions 70, 80, 90 are gear-type stepped transmissions, but of course, belt-type or toroidal-type continuously variable transmissions may be used. .

  Next, a power plant 1E according to a sixth embodiment will be described with reference to FIG. As shown in the figure, the power unit 1E is obtained by adding a brake mechanism BL to the power unit 1 of the first embodiment. Hereinafter, a description will be given focusing on differences from the first embodiment.

  The brake mechanism BL has a one-way clutch OC connected to the first main shaft 4 and the case CA described above. The one-way clutch OC connects between the first main shaft 4 and a case CA that is configured to be non-rotatable when a reverse power is applied to the crankshaft 3a to which the first main shaft 4 is coupled. When power to rotate is applied, the first main shaft 4 and the case CA are blocked from each other. That is, by the brake mechanism BL configured by the one-way clutch OC and the case CA, the rotation of the first main shaft 4 is allowed only when the crankshaft 3a, the A2 rotor 23, and the B1 rotor 31 rotate in the forward direction. This is prevented when the main shaft 4 rotates together with the crankshaft 3a and the like.

  In the power unit 1E having the above configuration, the above-described EV creep operation and EV start are performed as follows. That is, electric power is supplied to the first and second stators 22 and 32, and accordingly, the first and second rotating magnetic fields generated in the first stator 22 are reversed, and the first generated in the second stator 32. The second rotating magnetic field is rotated forward. The first and second magnetic field rotational speeds VMF1, 2 are controlled so that 2 · | VMF1 | = | VMF2 | is established. Furthermore, the electric power supplied to the first and second generator motors 20 and 30 is controlled so that sufficient torque is transmitted to the drive wheels DW and DW.

  Since the reverse rotation of the A2 rotor 23 is prevented by the brake mechanism BL as described above with respect to the first and second rotating magnetic fields of the first stator 22 rotating in the reverse direction as described above, the equation (3) is used. As described above, torque having the same magnitude as the first driving equivalent torque TSE1 is transmitted from the first stator 22 to the A1 rotor 21 and acts to rotate the A1 rotor 21 in the normal direction. Further, since the reverse rotation of the B1 rotor 31 is prevented by the brake mechanism BL with respect to the first and second rotating magnetic fields of the second stator 32 rotating in the forward direction as described above, the above equation (8) is used. As described above, a torque twice as large as the second driving equivalent torque TSE2 is transmitted from the second stator 32 to the B2 rotor 33, and acts to cause the B2 rotor 33 to rotate forward. Further, the torque transmitted to the A1 and B2 rotors 21 and 33 is transmitted to the drive wheels DW and DW, causing the drive wheels DW and DW to rotate forward.

  Further, in this case, torque acts on the A2 and B1 rotors 23 and 31 that are prevented from being reversely rotated by the brake mechanism BL so as to be reversely rotated from the first and second stators 22 and 32, respectively. Thus, the rotors 23 and 31 of the crankshafts 3a, A2 and B1 are not only reversely rotated but are held in a stopped state.

  As described above, according to the present embodiment, the drive wheels DW and DW can be driven by the first and second generator motors 20 and 30 without using the engine power WENG. Further, during this driving, the crankshaft 3a is not only reversely rotated but also held in a stopped state, so that the engine 3 is not dragged.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in this embodiment, the A2 rotor 23 and the B1 rotor 31 are connected to each other, and the A1 rotor 21 and the B2 rotor 33 are connected to each other. However, the A2 rotor 23 and the B1 rotor 31 are connected to the crankshaft 3a. As long as the A1 rotor 21 and the B2 rotor 33 are connected to the drive wheels DW and DW, the A1 rotor 21 and the B2 rotor 33 may not be connected to each other. In this case, the transmission 60 of the second embodiment is configured by two transmissions, and one of these two transmissions is driven between the A1 rotor 21 and the drive wheels DW and DW, and the other is driven by the B2 rotor 33. Each may be provided between the wheels DW and DW. Similarly, the transmission 90 according to the fifth embodiment is configured by two transmissions, and one of these two transmissions is between the A2 rotor 23 and the crankshaft 3a, and the other is the B1 rotor 31 and the crankshaft 3a. May be provided between each of them. In addition, the present embodiment is an example in which 1ST • PDU41 and ECU2 and 2ND • PDU42 and ECU2 are used as the first and second controllers of the present invention, respectively, but the first and second controllers are However, the present invention is not limited to this, as long as the power generation / supply power of the first and second stators 22 and 32 can be controlled. For example, an electric circuit equipped with a microcomputer may be used as the first and second controllers.

  Furthermore, although this embodiment is an example using the battery 43 as the power storage device of the present invention, the power storage device is not limited to this, and any device that can be charged and discharged may be used. For example, a capacitor may be used as the power storage device. Of course, in the second to fifth embodiments, the brake mechanism BL may be provided. Furthermore, in the present embodiment, the brake mechanism BL is configured by the one-way clutch OC or the like, but may be configured by another mechanism, for example, a band brake or the like as long as the reverse rotation of the crankshaft 3a can be prevented. In this embodiment, an internal combustion engine is used as the prime mover of the present invention. However, for example, an external combustion engine or another engine may be used. Furthermore, although this embodiment is an example which applied this invention to the vehicle, this invention is not restricted to this, For example, it can apply to a ship, an aircraft, etc. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

It is a figure which shows roughly an internal combustion engine, a 1st and 2nd generator motor, etc. among the motive power apparatuses by 1st Embodiment. It is a block diagram which shows ECU etc. which control an internal combustion engine and a 1st and 2nd generator motor among motive power apparatuses. It is an expanded sectional view of the 1st generator motor. FIG. 4 is a development view showing a part of a cross section broken along the circumferential direction at the position of the AA line in FIG. 3 when the first and second rotating magnetic fields are generated. It is a figure which shows the structure functionally the same as the structure of the expanded view of FIG. It is a figure for demonstrating operation | movement of the 1st generator motor at the time of generating the 1st and 2nd rotating magnetic field in the state which made the A1 rotor non-rotatable. FIG. 7 is a diagram for explaining an operation subsequent to FIG. 6. It is a figure which shows the magnetic circuit comprised during operation | movement of a 1st generator motor. It is a figure which shows typically an example of the torque transmitted to an A2 rotor when the 1st and 2nd rotating magnetic field is generated in the state which made the A1 rotor non-rotatable. An example of the rotor rotation speeds VRA1, VRA2 of the first magnetic field rotation speeds VMF1, A1, and A2 is as follows: (a) When the A1 rotor is disabled, (b) When the A2 rotor is disabled, (c) A1 and When all the rotors of A2 are rotating, (d) It is a velocity diagram shown respectively about the case where 1st magnetic field rotational speed VMF1 is 0. It is a figure for demonstrating operation | movement of the 1st generator motor at the time of generating the 1st and 2nd rotating magnetic field in the state which made the A2 rotor non-rotatable. FIG. 12 is a diagram for explaining an operation subsequent to FIG. 11. It is a figure which shows the transmission condition of the torque in a power unit about during EV creep operation. It is a speed diagram which shows an example during 1st and 2nd magnetic field rotational speed VMF1, VMF2 and rotor rotational speed VRA1, VRA2, VRB1, VRB2 of A1, A2, B1 and B2 during EV creep operation. FIG. 5 is a velocity diagram showing an example of first and second magnetic field rotational speeds VMF1, VMF2 and A1, A2, B1, and B2 rotor rotational speeds VRA1, VRA2, VRB1, VRB2 when EV starts. It is a figure which shows the transmission condition of the torque in a power unit about the time of ENG start during EV driving | running | working. FIG. 5 is a velocity diagram showing an example of first and second magnetic field rotational speeds VMF1, VMF2 and A1, A2, B1, and B2 rotor rotational speeds VRA1, VRA2, VRB1, VRB2 at the time of ENG start during EV traveling. It is a figure which shows the transmission condition of the torque in a power plant about battery input / output zero mode. It is a speed diagram which shows an example in 1st and 2nd magnetic field rotational speed VMF1, VMF2, and rotor rotational speed VRA1, VRA2, VRB1, VRB2 of A1, A2, B1, and B2 about battery input / output zero mode. It is a figure which shows the transmission condition of the torque in a power plant about in assist mode. It is a figure which shows the transmission condition of the torque in a power unit about the charge mode at the time of a drive. In the battery input / output zero mode, the assist mode, and the driving charging mode, the foot shaft driving torque TDRDW when the engine torque TENG is constant and the first and second magnetic field rotational speeds VMF1, VMF2 are equal to each other. FIG. 4 is a diagram showing a ratio to engine torque TENG. It is a figure which shows the transmission condition of the torque in a motive power apparatus about the deceleration driving | running | working of a vehicle. It is a figure which shows the transmission condition of the torque in a power unit about the time of ENG start in a stop. FIG. 6 is a velocity diagram showing an example of first and second magnetic field rotational speeds VMF1, VMF2 and rotor rotational speeds VRA1, VRA2, VRB1, VRB2 of A1, A2, B1, and B2 at the time of ENG start during stoppage. It is a figure which shows the transmission condition of the torque in a power unit about ENG creep operation. It is a velocity diagram which shows an example during 1st and 2nd magnetic field rotational speed VMF1, VMF2 and rotor rotational speed VRA1, VRA2, VRB1, VRB2 of A1, A2, B1 and B2 during ENG creep operation. FIG. 5 is a velocity diagram showing an example of first and second magnetic field rotational speeds VMF1, VMF2 and A1, A2, B1, and B2 rotor rotational speeds VRA1, VRA2, VRB1, VRB2 when ENG starts. It is a figure for demonstrating an example of operation | movement of the power plant of this invention. It is a figure for demonstrating the speed change operation | movement in the power plant of this invention. It is a figure which shows schematically the relationship between engine torque TENG and request torque PMCMD by the solid line with an arrow about an assist mode, and the broken line with an arrow about the battery input / output zero mode, respectively. It is a figure which shows roughly the relationship between engine torque TENG and request torque PMCMD by the solid line with an arrow about the charge mode at the time of drive, and the broken line with an arrow about the battery input / output zero mode, respectively. It is a figure which shows schematically an internal combustion engine, a 1st and 2nd generator motor, etc. among the motive power apparatuses by 2nd Embodiment. It is a figure which shows roughly an internal combustion engine, a 1st and 2nd generator motor, etc. among the power devices by 3rd Embodiment. It is a figure which shows schematically an internal combustion engine, a 1st and 2nd generator motor, etc. among the power devices by 4th Embodiment. It is a figure which shows roughly an internal combustion engine, a 1st and 2nd generator motor, etc. among the power devices by 5th Embodiment. It is a figure which shows roughly an internal combustion engine, a 1st and 2nd generator motor, etc. among the power devices by 6th Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Power device 1A Power device 1B Power device 1C Power device 1D Power device 1E Power device 2 ECU (1st controller, 2nd controller)
3 Internal combustion engine (motor)
3a Crankshaft (output shaft)
20 First generator motor 21 A1 rotor (first rotor)
22 1st stator 23 A2 rotor (second rotor)
30 Second generator motor 31 B1 rotor (third rotor)
32 Second stator 33 B2 rotor (fourth rotor)
41 1ST PDU (first controller)
42 2ND PDU (second controller)
43 battery (power storage device)
DW drive wheel (driven part)
60 Transmission 70 Transmission 80 Transmission 90 Transmission BL Brake mechanism

Claims (7)

A power device for driving a driven part,
A prime mover having an output shaft;
A stationary first stator for generating a first rotating magnetic field, a first rotor made of magnets and provided to face the first stator, a soft magnetic body, and the first stator A second rotor provided between the first rotors, and a magnetic field formed between the first stator, the first rotor, and the second rotor in accordance with the generation of the first rotating magnetic field. Energy is input / output via a circuit, and the first rotating magnetic field and the first and second rotors are connected to the rotational speeds of the first rotating magnetic field and the second rotor as the energy is input / output. A first generator motor configured to rotate while maintaining a linear speed relationship such that the difference and the difference in rotational speed between the second rotor and the first rotor are the same;
A first controller that is electrically connected to the first stator and controls power generation / supply power of the first stator;
A stationary second stator for generating a second rotating magnetic field, a third rotor made of a magnet and provided to face the second stator, a soft magnetic material, and the second stator; A fourth rotor provided between the third rotors, and a magnetic field formed by the generation of the second rotating magnetic field among the second stator, the third rotor, and the fourth rotor. Energy is input / output via a circuit, and the second rotating magnetic field, the third and fourth rotors are connected to the second rotating magnetic field and the rotational speed of the fourth rotor in accordance with the input / output of the energy. A second generator motor configured to rotate while maintaining a linear speed relationship such that the difference and the difference in rotational speed between the fourth rotor and the third rotor are the same;
A second controller that is electrically connected to the second stator and controls power generation / supply power of the second stator,
The first and fourth rotors are mechanically connected to the driven part, the second and third rotors are mechanically connected to an output shaft of the prime mover, and the first and second stators Are electrically connected to each other via the first and second controllers.   2. The power storage device according to claim 1, further comprising a power storage device configured to be able to be charged and discharged and electrically connected to the first and second stators via the first and second controllers, respectively. The power unit described in 1.   A transmission device is further provided between the first and fourth rotors and the driven portion for shifting the power from the first and fourth rotors and transmitting it to the driven portion. The power plant according to claim 1 or 2, characterized by these.   The transmission apparatus according to claim 1, further comprising a transmission device provided between the first rotor and the driven portion for shifting the power from the first rotor and transmitting the power to the driven portion. 2. The power unit according to 2.   The transmission device according to claim 1, further comprising a transmission device provided between the fourth rotor and the driven portion for shifting the power from the fourth rotor and transmitting the power to the driven portion. 2. The power unit according to 2.   A transmission device is further provided between the output shaft of the prime mover and the second and third rotors, for shifting the power from the output shaft and transmitting the power to the second and third rotors. The power plant according to claim 1 or 2, characterized by things.   The power unit according to any one of claims 1 to 6, further comprising a brake mechanism for preventing reverse rotation of the output shaft of the prime mover.

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